Automobile torsion box structure and frame beam
By designing a vehicle torque box structure including mounting seat, abutment plate, transverse support plate and longitudinal support plate, the problem of mold replacement and low production efficiency when adapting to different models is solved, and cost reduction and efficiency improvement are achieved.
Patent Information
- Application Number
- CN202420107398.8
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2024-01-16
- Publication Date
- 2025-04-22
- Estimated Expiration
- 2034-01-16
AI Technical Summary
When the existing automotive torque box is adapted to the left and right rudder models, it needs to be replaced with the production mold, which increases the cost of equipment, and the traditional welding method slows down the production beat and affects efficiency.
An automotive torque box structure is designed, including mounting seats, abutment plates, transverse support plates and longitudinal support plates. The machine-added adjustment of these support plates is adapted to different models, reducing dependence on molds, and a die-casting process is used to improve production efficiency.
It realizes the torque box structure of different models without replacing the mold, reduces equipment costs, reduces the number of parts, improves production efficiency, and enhances the overall stiffness of the torque box.
Smart Images
Figure CN222780475U_ABST
Abstract
Description
Technical Field
[0001] The utility model relates to the technical field of automobile torsion boxes, in particular to an automobile torsion box structure and a frame beam. Background Art
[0002] The car torsion box is located at the junction of the front longitudinal beam and the door sill beam of the bottom frame beam of the car, and is usually arranged in pairs. As a protective hub at the bottom of the car, the torsion box can transfer the impact force received by the front longitudinal beam to the door sill beam, so that the door sill beam only produces outward deformation, thereby avoiding the battery pack from being compressed and damaged. At the same time, as a part of the car body, the torsion box also has the function of preventing external debris from entering the interior of the car body.
[0003] Cars are divided into left-hand drive and right-hand drive models according to different regions. Domestic vehicles are mainly left-hand drive models, that is, the steering column of the car is set at the torque box on the left side of the car's driving direction, while foreign countries such as Singapore, the United Kingdom, Australia and other countries are mainly right-hand drive models.
[0004] The left and right rudders of traditional steel bodies generally adopt the main body, and some newly developed strategies are used to distinguish between the left and right rudders after being welded into an assembly through tooling fixtures. The torsion box structure of a steel body generally consists of the rear section of the outer plate of the longitudinal beam, the rear section of the inner plate of the longitudinal beam, the reinforcement plate of the rear section of the longitudinal beam, the torsion beam, the crossbeam connecting plate, the subframe mounting plate, the subframe mounting bolt reinforcement plate and other parts. In order to adapt to the installation of the steering column in the right-hand drive model and ensure the closure of the structure at the torsion box, it is necessary to make corresponding adjustments to the above-mentioned multiple parts, especially the crossbeam connecting plate. This results in an increase in the number of parts in the vehicle platform, which is not conducive to the later parts control. At the same time, this welding method slows down the production rhythm of the vehicle and is not conducive to improving production efficiency.
[0005] Existing improvements, such as using die-casting technology to produce the torque box structure in one piece during the production of left-hand drive models, can improve production efficiency, but when the model is changed, the die-casting mold needs to be replaced, or a new torque box production line needs to be opened, which undoubtedly increases equipment costs. Utility Model Content
[0006] Since the existing automobile torsion box needs to replace the production mold when adapting to left-hand drive and right-hand drive models, which increases the production equipment cost, it is necessary to provide an automobile torsion box structure and frame beam.
[0007] A torsion box structure for an automobile, used to connect the front longitudinal beam and the threshold beam of an automobile and to support the steering column mounting box and the crossbeam connecting plate of the automobile, comprising:
[0008] A mounting seat, the mounting seat comprising a pivot portion and a front longitudinal beam connecting portion and a sill beam connecting portion extending from two ends of the pivot portion in opposite directions;
[0009] A support plate, the support plate is integrally connected to the hub;
[0010] a transverse support plate, the transverse support plate being integrally connected to the abutment plate and extending rearwardly from the abutment plate and used for supporting a steering column mounting box of the vehicle; and
[0011] A longitudinal support plate is integrally connected to the abutment plate and extends upward from the abutment plate and is used to support the crossbeam connecting plate of the automobile.
[0012] In this way, since the above-mentioned automobile torque box integrates the transverse support plate for adapting to the steering column mounting box and the longitudinal support plate for adapting to the automobile crossbeam connecting plate, when adapting to different models, it is only necessary to retain the corresponding transverse support plate or the longitudinal support plate and machine the other one, without having to redevelop the mold for producing the torque box, thereby reducing the equipment cost of production. In addition, this one-piece automobile torque box structure greatly reduces the number of parts, improves production efficiency, and facilitates the later parts control.
[0013] In one embodiment, the automobile torque box structure is a die-casting.
[0014] With such arrangement, the automobile torsion box is produced by the die-casting process, which greatly improves the overall stiffness and production efficiency of the torsion box, makes the quality controllable, and avoids local damage to the automobile torsion box structure caused by different node stiffness.
[0015] In one embodiment, the hub portion includes a first connecting plate and a second connecting plate that intersect each other, the front longitudinal beam connecting portion and the door sill beam connecting portion are both fixedly connected to the first connecting plate and extend in directions away from each other, and the second connecting plate extends from the door sill beam connecting portion to the front longitudinal beam connecting portion.
[0016] In this way, the cross arrangement of the first connecting plate and the second connecting plate is beneficial to improving the overall rigidity of the mounting seat. The second connecting plate is also connected to the front longitudinal beam connecting part and the door sill beam connecting part, which is beneficial to increasing the force transmission path from the front longitudinal beam connecting part to the door sill beam connecting part, and also makes the force transmission of the automobile torsion box structure reasonable, avoiding damage due to local stress concentration.
[0017] In one embodiment, the hub portion further includes a plurality of transverse reinforcing plates spaced apart from the first connecting plate and a longitudinal reinforcing plate fixedly connected to the plurality of transverse reinforcing plates, wherein the longitudinal reinforcing plates are cross-arranged with the transverse reinforcing plates to form a mesh structure.
[0018] In this way, the transverse reinforcement plate and the longitudinal reinforcement plate are cross-arranged between the first connecting plate and the second connecting plate to increase the constraint, thereby further strengthening the overall rigidity of the vehicle torsion box structure.
[0019] In one embodiment, the hinge portion further includes a plurality of reinforcing columns located at a plurality of intersections between the transverse reinforcing plates and the longitudinal reinforcing plates.
[0020] In this way, the arrangement of the reinforcement column is conducive to reducing the stress concentration at the intersection of the transverse reinforcement plate and the longitudinal reinforcement plate, thereby improving the toughness of the entire vehicle torsion box.
[0021] In one embodiment, the second connecting plate includes a first plate body and a second plate body extending from two sides of the first connecting plate in directions away from each other, and two ends of the first plate body and the second plate body.
[0022] With such arrangement, the first connecting plate and the second connecting plate are arranged in a cross shape as a whole. Thus, when the first plate body and the second plate body are subjected to force at one end away from the first connecting plate respectively, the first connecting plate and the second connecting plate are subjected to less force at the intersection, which is beneficial to reducing the deformation of the automobile torsion box structure and improving the rigidity of the entire vehicle.
[0023] In one embodiment, the mounting seat further includes a sub-frame mounting portion extending from the second plate body in a direction away from the first connecting plate, and the transverse reinforcing plate and the longitudinal reinforcing plate are both fixedly connected to the sub-frame mounting portion.
[0024] With such an arrangement, the automobile torsion box structure involved in the present application also provides an installation position for the subframe, so that the force of the subframe can act at the node rather than directly on the front longitudinal beam or the door sill beam. Since the automobile torsion box of the present application is a porous structure formed by the intersection of multiple connecting plates and reinforcing plates, it can also absorb part of the energy of the vibration of the subframe when the car is driving, thereby improving the stability of the upper structure of the car during driving.
[0025] In one embodiment, the front longitudinal beam connecting portion includes a stop plate facing away from the front longitudinal beam of the vehicle, an inner plate extending from one side of the stop plate toward the front of the vehicle, and an outer plate extending from the connecting portion toward the rear of the vehicle.
[0026] With this arrangement, the inner plate is used to install the front longitudinal beam of the automobile, and the stop plate can also abut the front longitudinal beam forward, dispersing the force transmitted by the front longitudinal beam to the automobile torsion box, thereby improving the connection stability between the front longitudinal beam and the automobile torsion box structure.
[0027] In one of the embodiments, the mounting seat is further provided with a first positioning hole located on a side of the hub portion close to the front longitudinal beam connecting portion and a second positioning hole located on a side of the hub portion close to the door sill beam connecting portion.
[0028] In this way, the automobile torque box structure is positioned on the production line through the two positioning holes. The automobile torque box structure will not rotate during the actual machining process, and only two positioning columns need to be arranged on the production line to achieve the positioning of the automobile torque box structure. The positioning structure is simple and easy to arrange.
[0029] The utility model also provides a frame beam, including a front longitudinal beam, a door sill beam, a cross beam connecting plate and an automobile torsion box structure as described above, wherein the front longitudinal beam is fixedly connected to the front longitudinal beam connecting portion, the door sill beam is fixedly connected to the door sill beam connecting portion, and the cross beam connecting plate abuts against the abutting plate and is fixedly connected to the hub portion.
[0030] With such arrangement, the frame beam transmits force reasonably at the torsion beam structure of the automobile, so that the connection between the front longitudinal beam, the door sill beam and the cross beam connecting plate is stable and not prone to dislocation or local damage. BRIEF DESCRIPTION OF THE DRAWINGS
[0031] Figure 1 A schematic diagram of a torsion box structure of an automobile in one embodiment of the utility model;
[0032] Figure 2 for Figure 1 The structural schematic diagram of the automobile torsion box structure shown in another viewing angle;
[0033] Figure 3 This is a partial structural diagram of the frame beam on a left-hand drive vehicle;
[0034] Figure 4 for Figure 3 A schematic diagram of the structure of the connection between the torsion box of the vehicle and the crossbeam connecting plate on the left side of the vehicle;
[0035] Figure 5 for Figure 4 Structural schematic diagram of the middle cross beam connecting plate;
[0036] Figure 6 This is a partial structural diagram of the frame beam on a right-hand drive vehicle;
[0037] Figure 7 for Figure 6 A schematic diagram of the structure of the connection between the torsion box of the vehicle and the crossbeam connecting plate on the left side of the vehicle;
[0038] Figure 8 for Figure 7 Schematic diagram of the structure of the middle cross beam connecting plate.
[0039] Reference numerals:
[0040] 10. Mounting seat; 11. Hub; 111. First connecting plate; 112. Second connecting plate; 1121. First plate body; 1122. Second plate body; 113. Transverse reinforcing plate; 114. Longitudinal reinforcing plate; 115. Reinforcement column; 12. Front longitudinal beam connecting part; 121. Inner plate; 122. Outer plate; 123. Stop plate; 13. Door sill beam connecting part; 131. First mounting plate; 132. Second mounting plate; 14. Subframe mounting part; 15. First positioning hole; 16. Second positioning hole; 17. Overlap groove; 20. Abutment plate; 30. Transverse support plate; 40. Longitudinal support plate; 50. Crossbeam connecting plate; 51. First crossbeam plate; 511. Make way groove; 512. Blocking plate; 52. Second crossbeam plate; 60. Steering column mounting box. DETAILED DESCRIPTION
[0041] In order to make the above-mentioned purposes, features and advantages of the utility model more obvious and easy to understand, the specific implementation methods of the utility model are described in detail below in conjunction with the accompanying drawings. In the following description, many specific details are set forth to facilitate a full understanding of the utility model. However, the utility model can be implemented in many other ways different from those described herein, and those skilled in the art can make similar improvements without violating the connotation of the utility model, so the utility model is not limited by the specific embodiments disclosed below.
[0042] In the description of the present invention, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "clockwise", "counterclockwise", "axial", "radial", "circumferential" and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the referred device or element must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be understood as a limitation on the present invention.
[0043] In addition, the terms "first" and "second" are used for descriptive purposes only and should not be understood as indicating or implying relative importance or implicitly indicating the number of the indicated technical features. Therefore, the features defined as "first" and "second" may explicitly or implicitly include at least one of the features. In the description of the present utility model, the meaning of "plurality" is at least two, such as two, three, etc., unless otherwise clearly and specifically defined.
[0044] In the present invention, unless otherwise clearly specified and limited, the terms "installed", "connected", "connected", "fixed" and the like should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium, it can be the internal connection of two elements or the interaction relationship between two elements, unless otherwise clearly defined. For ordinary technicians in this field, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.
[0045] In the present utility model, unless otherwise clearly specified and limited, a first feature being "above" or "below" a second feature may mean that the first and second features are in direct contact, or the first and second features are in indirect contact through an intermediate medium. Moreover, a first feature being "above", "above" or "above" a second feature may mean that the first feature is directly above or obliquely above the second feature, or simply means that the first feature is higher in level than the second feature. A first feature being "below", "below" or "below" a second feature may mean that the first feature is directly below or obliquely below the second feature, or simply means that the first feature is lower in level than the second feature.
[0046] It should be noted that when an element is referred to as being "fixed to" or "disposed on" another element, it may be directly on the other element or there may be a central element. When an element is considered to be "connected to" another element, it may be directly connected to the other element or there may be a central element at the same time. The terms "vertical", "horizontal", "upper", "lower", "left", "right" and similar expressions used herein are for illustrative purposes only and are not intended to be the only implementation method.
[0047] With the rapid development of the domestic automobile industry, most OEMs are planning overseas markets while seizing the domestic market. According to local regulations, vehicles in overseas markets are divided into right-hand drive vehicles (steering wheel on the left side of the cab, the same as domestic models) and right-hand drive vehicles (steering wheel on the right side of the cab, foreign models, such as Singapore, the United Kingdom, Australia and other countries).
[0048] See also Figure 3 and Figure 6 , Figure 3 This is a partial structural diagram of the frame beam on a left-hand drive vehicle. Figure 6 This is a partial structural diagram of the frame beam on a right-hand drive vehicle.
[0049] The car torsion box is located at the junction of the front longitudinal beam and the door sill beam of the bottom frame beam of the car, and is usually arranged in pairs. As a protective hub at the bottom of the car, the torsion box can transfer the impact force received by the front longitudinal beam to the door sill beam, so that the door sill beam only produces outward deformation, thereby avoiding the battery pack from being compressed and damaged. At the same time, as a part of the car body, the torsion box also has the function of preventing external debris from entering the interior of the car body.
[0050] In order to cope with the switch between left-hand drive and right-hand drive models, the traditional steel body left and right rudders generally adopt the main body, and some newly developed strategies are used to distinguish between left and right rudders after welding into an assembly through tooling fixtures. The steel body torsion box structure is generally composed of the rear section of the longitudinal beam outer plate, the rear section of the longitudinal beam inner plate, the longitudinal beam rear section reinforcement plate, the torsion beam, the crossbeam connecting plate, the subframe mounting plate, the subframe mounting bolt reinforcement plate and other parts. In order to adapt to the installation of the steering column in the right-hand drive model and ensure the closure of the structure at the torsion box, it is necessary to make corresponding adjustments to the above-mentioned multiple parts, especially the crossbeam connecting plate. This results in an increase in the number of parts in the vehicle platform, which is not conducive to the later parts control. At the same time, this welding method slows down the production rhythm of the vehicle and is not conducive to improving production efficiency.
[0051] Existing improvements, such as using die-casting technology to produce the torque box structure in one piece during the production of left-hand drive models, can improve production efficiency, but when the model is changed, the die-casting mold needs to be replaced, or a new torque box production line needs to be opened, which undoubtedly increases equipment costs.
[0052] Based on the above problems, it is necessary to provide an automobile torsion box structure and a frame beam.
[0053] See also Figure 1 , Figure 1 It is a schematic diagram of the automobile torque box structure in one embodiment of the utility model.
[0054] The utility model provides an automobile torsion box structure, which is used to connect the front longitudinal beam and the door sill beam of the automobile and support the steering column mounting box 60 and the crossbeam connecting plate 50 of the automobile, and includes a mounting seat 10, an abutment plate 20, a transverse support plate 30 and a longitudinal support plate 40.
[0055] The mounting seat 10 includes a pivot portion 11 and a front longitudinal beam connecting portion 12 and a sill beam connecting portion 13 extending from both ends of the pivot portion 11 in opposite directions. The front longitudinal beam connecting portion 12 extends in the direction of travel of the vehicle and is used to connect to the front longitudinal beam of the vehicle, and the sill beam connecting portion 13 extends in the direction opposite to the direction of travel of the vehicle and is used to connect to the sill beam of the vehicle.
[0056] The abutment plate 20 is integrally connected to the pivot portion 11 of the mounting seat 10, and the transverse support plate 30 and the longitudinal support plate 40 are integrally connected to the abutment plate 20. The transverse support plate 30 extends backward from the abutment plate 20 and is used to support the steering column mounting box 60 of the vehicle, and the longitudinal support plate 40 extends upward from the abutment plate 20 and is used to support the cross beam connecting plate 50 of the vehicle.
[0057] Furthermore, in the above embodiment, the automobile torque box structure is a die-casting, that is, the mounting seat 10, the abutment plate 20, the transverse support plate 30 and the longitudinal support plate 40 are all integrally die-cast. This greatly improves the overall rigidity and production efficiency of the torque box, while the quality is controllable, and avoids local damage to the automobile torque box structure caused by different node rigidity.
[0058] See also Figure 4 , Figure 5 and Figure 7 , Figure 8 , Figure 4 for Figure 3 The structural diagram of the connection between the torsion box of the vehicle and the crossbeam connecting plate 50 located on the left side of the vehicle, Figure 5 for Figure 4 A schematic diagram of the structure of the middle cross beam connecting plate 50, Figure 7 for Figure 6 The structural diagram of the connection between the torsion box of the vehicle and the crossbeam connecting plate 50 located on the left side of the vehicle, Figure 8 for Figure 7 A schematic structural diagram of the middle cross beam connecting plate 50.
[0059] In actual further processing, when the automobile torque box structure is adapted to a domestic left-hand drive vehicle, the automobile torque box on the left side is machined with a longitudinal support plate 40 and the transverse support plate 30 is retained, and the automobile torque box on the right side of the vehicle is machined with a transverse support plate 30 and the longitudinal support plate 40 is retained. When the automobile torque box structure is adapted to a foreign right-hand drive vehicle, the opposite operation is performed. At the same time, the crossbeam connecting plate 50 is also synchronously machined.
[0060] In the above embodiment, when adapting to different vehicle models, it is only necessary to retain the corresponding transverse support plate 30 or the longitudinal support plate 40 and machine the other one without having to redevelop a mold for producing the torque box, thereby reducing the equipment cost of production. In addition, this one-piece automobile torque box structure greatly reduces the number of parts, improves production efficiency, and facilitates later parts control.
[0061] Optionally, in an embodiment provided by the utility model, the cross beam connecting plate 50 includes a first cross beam plate 51 and a second cross beam plate 52, the first cross beam plate 51 vertically downwardly abuts against the hub portion 11 and forwardly abuts against the abutting plate 20, the hub portion 11 is also provided with a lap groove 17, the second cross beam plate 52 downwardly abuts against the hub portion 11 and presses the first cross beam plate 51, and the two ends of the second cross beam plate 52 are respectively clamped in the lap grooves 17 on the left and right sides. In this way, the clamping groove can form a limit for the second cross beam plate 52 in the front-back direction, and at the same time, the second cross beam plate 52 longitudinally presses the first cross beam plate 51 to stop the first cross beam plate 51 forward, and the cross beam connecting plate 50 is clamped with the automobile torsion box structure on the left and right sides through spatial arrangement, so as to avoid the bolts used for installing the cross beam connecting plate 50 from bearing shear force, thereby improving the connection strength between the automobile torsion box structure and the cross beam connecting plate 50.
[0062] Specifically, a make way groove 511 is provided at one end of the first cross beam plate 51 to accommodate the steering column mounting box 60, and a blocking plate 512 is provided at the other end for abutting against the abutting plate 20, so that the entire vehicle torque box structure is closed with the transverse connecting plate and the vehicle steering column mounting box 60, and the space between the front longitudinal beam and the door sill beam is separated, thereby preventing dust from entering the interior of the vehicle from there.
[0063] See also Figure 1 and Figure 2 , Figure 2 for Figure 1 The structural schematic diagram of the automobile torsion beam structure shown in another perspective.
[0064] Particularly, in the present invention, the X direction and the Y direction of the automobile are both horizontal directions, the X direction is the driving direction of the automobile, and the Y direction is perpendicular to the X direction.
[0065] Specifically, in an embodiment provided by the utility model, the hub 11 includes a first connecting plate 111 and a second connecting plate 112 that intersect each other, the front longitudinal beam connecting portion 12 and the sill beam connecting portion 13 are both fixedly connected to the first connecting plate 111 and extend in directions that diverge from each other, the second connecting plate 112 extends from the sill beam connecting portion 13 in the Y direction and deviates in the X direction of the automobile until it is parallel to the X direction, and is connected to the front longitudinal beam connecting portion 12, the second connecting plate 112 is preferably arc-shaped, and further, the arc curve of the second connecting plate 112 is the same as the force transmission path curve of the automobile torsion beam. The cross arrangement of the first connecting plate 111 and the second connecting plate 112 is conducive to improving the overall rigidity of the mounting seat 10, and the second connecting plate 112 is also connected to the front longitudinal beam connecting portion 12 and the sill beam connecting portion 13, which is conducive to increasing the force transmission path from the front longitudinal beam connecting portion 12 to the sill beam connecting portion 13, and also makes the force transmission of the automobile torsion box structure reasonable, avoiding local damage due to stress concentration.
[0066] Furthermore, in the above embodiment, the hub 11 further includes a plurality of transverse reinforcing plates 113 arranged at intervals on the first connecting plate 111 and a longitudinal reinforcing plate 114 fixedly connected to the plurality of transverse reinforcing plates 113, and the longitudinal reinforcing plates 114 and the transverse reinforcing plates 113 are arranged crosswise to form a mesh structure. The mesh structure formed by the crosswise arrangement increases the constraint between the first connecting plate 111 and the second connecting plate 112, further strengthening the overall rigidity of the torsion box structure of the vehicle.
[0067] In particular, the cross beam reinforcement plate and the longitudinal reinforcement plate 114 can also serve as auxiliary fixing structures of the automobile torsion box structure. In this embodiment provided by the utility model, the mounting seat 10 is also provided with a first positioning hole 15 located on the side of the hub 11 close to the front longitudinal beam connection portion 12 and a second positioning hole 16 located on the side of the hub 11 close to the door sill beam connection portion 13. The first positioning hole 15 and the second positioning hole 16 are respectively provided on the first connecting plate 111 and the cross beam reinforcement plate 113. According to the actual processing needs, the first positioning hole 15 and the second positioning hole 16 can also be provided on the longitudinal reinforcement plate 114. During the assembly process, the automobile torsion box structure is positioned on the production line through these two positioning holes. The automobile torsion box structure will not rotate during machining, and only two positioning columns need to be arranged on the production line to achieve the positioning of the automobile torsion box structure. The positioning structure is simple and easy to arrange.
[0068] Furthermore, in one embodiment of the present invention, the hub 11 further includes a plurality of reinforcing columns 115 located at a plurality of intersections of the transverse reinforcing plates 113 and the longitudinal reinforcing plates 114. This arrangement is conducive to reducing stress concentration at the intersection of the transverse reinforcing plates 113 and the longitudinal reinforcing plates 114, thereby improving the toughness of the entire automobile torsion box by strengthening the weak points of the automobile hub 11.
[0069] Preferably, the second connecting plate 112 includes a first plate body 1121 and a second plate body 1122 extending from both sides of the first connecting plate 111 in directions away from each other, and two ends of the first plate body 1121 and the second plate body 1122. In this way, the first connecting plate 111 and the second connecting plate 112 are arranged in a cross shape as a whole. When the first plate body 1121 and the second plate body 1122 are subjected to force at one end away from the first connecting plate 111, the first connecting plate 111 and the second connecting plate 112 are subjected to less force at the intersection, which is beneficial to reducing the deformation of the torsion box structure of the automobile and improving the rigidity of the entire vehicle.
[0070] See also Figure 2Optionally, in the above embodiment, the mounting seat 10 further includes a subframe mounting portion 14 extending from the second plate body 1122 in a direction away from the first connecting plate 111, and the transverse reinforcing plate 113 and the longitudinal reinforcing plate 114 are both fixedly connected to the subframe mounting portion 14. The automobile torsion box structure also provides an installation position for the subframe, so that the force of the subframe can act at the node instead of directly acting on the front longitudinal beam or the sill beam. Since the automobile torsion box of the present application is a porous structure formed by the intersection of multiple connecting plates and reinforcing plates, it can also absorb part of the energy of the vibration of the subframe during the driving of the automobile, thereby improving the stability of the upper structure of the automobile during driving.
[0071] Optionally, in this embodiment provided by the utility model, the front longitudinal beam connecting portion 12 includes a stopper plate 123 away from the front longitudinal beam of the automobile, an inner plate 121 extending from one side of the stopper plate 123 toward the front of the automobile, and an outer plate 122 extending from the connecting portion toward the rear of the automobile. The inner plate 121 is used to install the front longitudinal beam of the automobile, and the stopper plate 123 can also abut against the front longitudinal beam forward, dispersing the force transmitted by the front longitudinal beam to the torsion box of the automobile, thereby improving the connection stability between the front longitudinal beam and the torsion box structure of the automobile.
[0072] Optionally, in this embodiment provided by the present invention, the threshold beam connecting portion 13 includes a first mounting plate 131 oriented in the Y direction and a second mounting plate 132 oriented in the X direction, so that the second mounting plate 132 can form a stopper for the threshold beam, and when the front longitudinal beam impacts the vehicle torsion box, the second mounting plate 132 can bear part of the impact force to prevent the bolts at the first mounting plate 131 from being subjected to a large shear force and breaking.
[0073] The utility model also provides a frame beam, including a front longitudinal beam (not shown), a sill beam (not shown), a cross beam connecting plate 50 and a vehicle torsion box structure as described above, wherein the front longitudinal beam is fixedly connected to the front longitudinal beam connecting portion 12, the sill beam is fixedly connected to the sill beam connecting portion 13, and the cross beam connecting plate 50 abuts against the abutting plate 20 and is fixedly connected to the hub portion 11. The frame beam transmits force reasonably at the vehicle torsion beam structure, so that the connection between the front longitudinal beam, the sill beam and the cross beam connecting plate 50 is stable and not prone to dislocation or local damage.
[0074] The technical features of the above-described embodiments may be arbitrarily combined. To make the description concise, not all possible combinations of the technical features in the above-described embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.
[0075] The above-mentioned embodiments only express several implementation methods of the utility model, and the description is relatively specific and detailed, but it cannot be understood as limiting the scope of the utility model patent. It should be pointed out that for ordinary technicians in this field, several modifications and improvements can be made without departing from the concept of the utility model, which all belong to the protection scope of the utility model. Therefore, the protection scope of the utility model patent shall be based on the attached claims.
Claims
1. A torsion box structure for an automobile, used to connect the front longitudinal beam and the door sill beam of the automobile and to support the steering column mounting box (60) and the crossbeam connecting plate (50) of the automobile, characterized in that: include: A mounting seat (10), the mounting seat (10) comprising a pivot portion (11) and a front longitudinal beam connecting portion (12) and a sill beam connecting portion (13) extending from two ends of the pivot portion (11) in opposite directions; A supporting plate (20), the supporting plate (20) being integrally connected to the hub portion (11); a transverse support plate (30), the transverse support plate (30) being integrally connected to the abutment plate (20) and extending rearward from the abutment plate (20) and used for supporting a steering column mounting box (60) of the automobile; and A longitudinal support plate (40) extending upward from the abutment plate (20) and used for supporting a crossbeam connecting plate (50) of the automobile.
2. The automobile torsion box structure according to claim 1, characterized in that: The automobile torsion box structure is a die-casting part.
3. The automobile torsion box structure according to claim 2, characterized in that: The hub portion (11) comprises a first connecting plate (111) and a second connecting plate (112) which intersect each other; the front longitudinal beam connecting portion (12) and the door sill beam connecting portion (13) are both fixedly connected to the first connecting plate (111) and extend in directions diverging from each other; and the second connecting plate (112) extends from the door sill beam connecting portion (13) to the front longitudinal beam connecting portion (12).
4. The automobile torsion box structure according to claim 3, characterized in that: The hub portion (11) further comprises a plurality of transverse reinforcing plates (113) arranged at intervals on the first connecting plate (111) and a longitudinal reinforcing plate (114) fixedly connected to the plurality of transverse reinforcing plates (113), wherein the longitudinal reinforcing plates (114) and the transverse reinforcing plates (113) are arranged crosswise to form a mesh structure.
5. The automobile torsion box structure according to claim 4, characterized in that: The hub portion (11) further comprises a plurality of reinforcement columns (115) located at the intersection of the transverse reinforcement plate (113) and the longitudinal reinforcement plate (114).
6. The automobile torsion box structure according to claim 5, characterized in that: The second connecting plate (112) comprises a first plate body (1121) and a second plate body (1122) extending from both sides of the first connecting plate (111) in directions away from each other, and two ends of the first plate body (1121) and the second plate body (1122).
7. The automobile torsion box structure according to claim 6, characterized in that: The mounting seat (10) further comprises a sub-frame mounting portion (14) extending from the second plate body (1122) in a direction away from the first connecting plate (111), and the transverse reinforcing plate (113) and the longitudinal reinforcing plate (114) are both fixedly connected to the sub-frame mounting portion (14).
8. An automobile torsion box structure according to any one of claims 3 to 7, characterized in that: The front longitudinal beam connecting portion (12) comprises a stop plate (123) facing away from the front longitudinal beam of the automobile, an inner plate (121) extending from one side of the stop plate (123) toward the front of the automobile, and an outer plate (122) extending from the connecting portion toward the rear of the automobile.
9. The automobile torsion box structure according to claim 1, characterized in that: The mounting seat (10) is further provided with a first positioning hole (15) located on a side of the hub portion (11) close to the front longitudinal beam connecting portion (12) and a second positioning hole (16) located on a side of the hub portion (11) close to the door sill beam connecting portion (13).
10. A frame beam, characterized in that: The invention comprises a front longitudinal beam, a door sill beam, a cross beam connecting plate (50) and an automobile torsion box structure as claimed in any one of claims 1 to 9, wherein the front longitudinal beam is fixedly connected to the front longitudinal beam connecting portion (12), the door sill beam is fixedly connected to the door sill beam connecting portion (13), and the cross beam connecting plate (50) abuts against the abutting plate (20) and is fixedly connected to the hub portion (11).