A torque box assembly and a vehicle

Abstract

This application provides a torsion box assembly and a vehicle, belonging to the field of automotive body technology. The torsion box assembly includes a sill beam, a front longitudinal beam, a rear section inner plate of the longitudinal beam, and a torsion box. The front longitudinal beam is located on one side of the sill beam and further includes a first front longitudinal beam section and a second front longitudinal beam section. The rear section inner plate of the longitudinal beam is located between the sill beam and the first front longitudinal beam section. The torsion box is located between the first front longitudinal beam section and the second front longitudinal beam section and is connected to both of them. The torsion box is further connected to the rear section inner plate of the longitudinal beam. The torsion box assembly and vehicle of this application, through a novel structural design of the torsion box assembly, change the connection relationship of the front longitudinal beam, the sill beam, and the torsion box, ensuring the stability of the impact load transmission path and avoiding stress concentration that could lead to local structural damage to the vehicle body.

Description

Technical Field

[0001] This application belongs to the field of automotive body technology, and in particular relates to a torque box assembly and a vehicle. Background Technology

[0002] As an important means of transportation, automobiles play an irreplaceable role in people's daily lives. An automobile typically comprises a chassis, body, powertrain, and control system.

[0003] In the prior art, the car body further includes a torsion box assembly, which is used to improve the torsional resistance and collision force transmission performance of the car body. The torsion box assembly includes a sill beam, a front longitudinal beam and a torsion box. The sill beam is located on one side of the front longitudinal beam and extends in the same direction as the front longitudinal beam. The torsion box is located between the sill beam and the front longitudinal beam to transmit impact loads in both directions. The torsion box is usually rectangular and can stably transmit the impact load perpendicular to its extension direction on the sill beam to the front longitudinal beam when the side of the car body is impacted.

[0004] However, when the front of the vehicle body is impacted, the impact load is transmitted along the extension direction of the front longitudinal beam. During this process, it is difficult to transmit the impact load to the door sill beam through the torsion box along the direction perpendicular to the extension direction of the front longitudinal beam. The stress concentration at the connection between the front longitudinal beam and the torsion box makes it prone to breakage, resulting in increased maintenance costs. Utility Model Content

[0005] This application addresses, to at least some extent, one of the technical problems in the related art.

[0006] Therefore, this application aims to provide a torsion box assembly and vehicle, which solves the problem of increased maintenance costs in the prior art by changing the connection relationship between the front longitudinal beam, sill beam and torsion box through a new structural design of the torsion box assembly and by expanding an additional stable impact load transmission path to avoid stress concentration.

[0007] To achieve the above objectives, this application provides a torque box assembly, comprising: Threshold beam; A front longitudinal beam is provided on one side of the sill beam, and the front longitudinal beam further includes a first front longitudinal beam segment and a second front longitudinal beam segment; The inner plate of the rear section of the longitudinal beam is located between the threshold beam and the first front longitudinal beam section; A torsion box is disposed between the first front longitudinal beam segment and the second front longitudinal beam segment and is connected to both respectively; the torsion box is further connected to the inner plate of the rear section of the longitudinal beam.

[0008] In existing technologies, impact loads propagate along the extension direction of the front longitudinal beam. However, the load transfer path formed by the traditional rectangular torsion box between the sill beam and the front longitudinal beam is perpendicular to the extension direction of the front longitudinal beam. This makes it difficult to effectively achieve lateral impact transfer with the sill beam, resulting in stress concentration points in the connection area between the front longitudinal beam and the torsion box, which can easily lead to local structural damage.

[0009] Based on the above technical solution, this application divides the front longitudinal beam into a first front longitudinal beam segment and a second front longitudinal beam segment, and connects it to the sill beam through the inner plate of the rear section of the longitudinal beam and the torsion box. This distributes the load transfer task between the sill beam and the front longitudinal beam to different impact load transfer paths, thus avoiding the stress concentration problem caused by only transferring the load through the connection area between the front longitudinal beam and the torsion box.

[0010] In some embodiments, the torsion box is a triangular structural member, at least one side of which extends from the sill beam toward the first front longitudinal beam segment, so that the side of the triangular structural member coincides with and connects to the extension direction of the inner plate of the rear segment of the longitudinal beam.

[0011] Based on the above technical solution, by designing the torsion box as a triangular structural component and extending at least one side of it from the sill beam toward the first front longitudinal beam section, the rigidity of the inner plate of the rear section of the longitudinal beam is strengthened and the impact load is stably distributed.

[0012] In some embodiments, the angle between the inner plate of the rear section of the longitudinal beam and the first front longitudinal beam section is an obtuse angle.

[0013] Based on the above technical solution, by setting an obtuse angle connection, it is easy to distribute the impact load propagating along the extension direction of the front longitudinal beam, thereby reducing the risk of fracture at the connection between the inner plate of the rear section of the longitudinal beam and the first front longitudinal beam section.

[0014] In some embodiments, one interior angle of the triangular structural member is a right angle, and the extension direction of the side opposite the right angle coincides with the extension direction of the inner plate of the rear section of the longitudinal beam.

[0015] Based on the above technical solution, not only is the impact load transmission path of the rear section inner plate of the longitudinal beam reinforced by the right-angled opposite sides, but also an additional impact load transmission path is extended by the two right-angled adjacent sides. This improves the applicability and stability of the entire load transmission structure under different impact scenarios when the load is applied to the front or side of the vehicle body.

[0016] In some embodiments, the support member is disposed between the torsion box and the second front longitudinal beam segment and connected to both.

[0017] Based on the above technical solution, by increasing the contact area at the connection point between the torsion box and the second front longitudinal beam segment, the connection strength and the distribution efficiency of collision energy are effectively improved, the impact of collision force on other areas of the vehicle body is reduced, and the overall collision safety performance of the vehicle is improved.

[0018] In some embodiments, the cross-sectional area of ​​the support gradually increases from the second front longitudinal beam segment toward the torsion box.

[0019] Based on the above technical solution, by designing the cross-sectional area of ​​the support member to gradually increase along the direction from the second front longitudinal beam segment to the torsion box, a smooth transition of the structural force path is achieved, which significantly improves the uniformity of the force distribution and the impact load absorption capacity of the support member.

[0020] In some embodiments, the support member is provided with a shrinkage rib, which is used to undergo shrinkage deformation to absorb kinetic energy when the compressive force borne by the support member is greater than a preset threshold.

[0021] Based on the above technical solution, by setting constriction ribs on the support components, not only can the torsion box be supported, but also a large amount of kinetic energy can be absorbed through controlled deformation in the event of a collision, reducing the impact transmission to other areas of the vehicle body and the passenger compartment, reducing maintenance costs, and ensuring passenger safety.

[0022] In some embodiments, the support member includes at least three support points, wherein two of the support points at one end of the support member are arranged opposite to each other and are simultaneously connected to the end of the torsion box near the second front longitudinal beam segment; one of the support points at the other end of the support member is arranged opposite to the space between the other two support points and is connected to the second front longitudinal beam segment.

[0023] Based on the above technical solution, by setting the support member as a structure with three support points, it is possible to effectively disperse concentrated loads from various collision directions, so that the force is distributed and transmitted through multiple paths, reducing stress concentration and improving structural stability.

[0024] In some embodiments, the three support points form a triangular support structure as three vertices, and the triangular support structure is connected to the triangular structural member by two corresponding sides that are close to each other.

[0025] Based on the above technical solution, the triangular support structure formed by the three support points and the torsion box set as a triangular structural component are used to transfer the load. The double triangular coupling method can significantly improve the overall structural rigidity and the ability to absorb impact energy of the torsion box assembly.

[0026] On the other hand, this application also provides a vehicle in which the torsion box assembly described in any of the above claims is provided in the vehicle body. Based on the above technical solution, by integrating the torsion box assembly into the vehicle body, the vehicle's collision energy absorption capacity and structural impact resistance are significantly enhanced, vehicle maintenance costs are reduced, and its economic performance is improved.

[0027] Other features and advantages of this application will be set forth in the description which follows, and in part will be obvious from the description or may be learned by practicing the application. The objectives and other advantages of this application may be realized and obtained by means of the structures pointed out in the description, claims and drawings. Attached Figure Description

[0028] The accompanying drawings, which are included to provide a further understanding of this application and form part of this application, illustrate exemplary embodiments and are used to explain this application, but do not constitute an undue limitation of this application. In the drawings: Figure 1 This is a front view of the torque box assembly of this application; Figure 2 This is a bottom view of the torque box assembly of this application; Figure 3 This is a perspective view of the torque box assembly of this application; Figure 4 This is an exploded view of the torque box assembly of this application; Figure 5 This is a schematic diagram showing the connection between the torque box and the support component in the torque box assembly of this application. Figure 6 This is a schematic diagram of the torque box structure of the torque box assembly of this application; Figure 7 This is a schematic diagram of the support structure for the torque box assembly of this application.

[0029] 100. Threshold beam; 200. Front longitudinal beam; 201. First front longitudinal beam section; 202. Second front longitudinal beam section; 300. Inner plate of the rear section of the longitudinal beam; 400. Torque box; 500. Support component. Detailed Implementation

[0030] In the description of this utility model, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc., indicating the orientation or positional relationship are based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this utility model and simplifying the description, and are not intended to indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this utility model. In this utility model, unless otherwise explicitly specified and limited, the terms "installation," "connection," "joining," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection, an electrical connection, or a connection that allows communication between them; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components, unless otherwise explicitly limited. Those skilled in the art can understand the specific meaning of the above terms in this utility model according to the specific circumstances. In this utility model, unless otherwise explicitly specified and limited, "above" or "below" the second feature can mean that the first feature is in direct contact with the second feature, or that the first feature is in indirect contact with the second feature through an intermediate medium. Furthermore, "above," "on top of," and "over" the second feature can mean that the first feature is directly above or diagonally above the second feature, or simply that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature can mean that the first feature is directly below or diagonally below the second feature, or simply that the first feature is at a lower horizontal level than the second feature. In this utility model, the terms "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., refer to a specific feature, structure, material, or characteristic described in connection with that embodiment or example, which is included in at least one embodiment or example of this utility model. 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.

[0031] The present invention will now be described in detail through exemplary embodiments. However, it should be understood that, without further description, elements, structures, and features in one embodiment may be advantageously incorporated into other embodiments.

[0032] In this application, the vehicle structure includes two main parts: the upper body and the lower body. The upper body consists of the side panel assembly, the roof, the rear panel, etc., and is used to form the passenger compartment protection structure. The lower body includes the front compartment components, the middle floor assembly, and the rear floor assembly, and is the main part that bears the rigidity of the vehicle body structure.

[0033] The side panel assembly is installed on the side of the middle floor assembly, while the sill beam 100 is located in the bottom area of ​​the side panel assembly, that is, in the lower body structure, in the bottom reinforcement position close to the side of each floor assembly.

[0034] The sill beam 100 extends from the front to the rear of the vehicle, that is, it extends along the length of the vehicle body as a longitudinal reinforcement component. Usually, two sill beams 100 are set at the bottom of each side of the vehicle body to absorb energy and transfer loads when the vehicle body is involved in a side collision, thereby protecting the components inside the vehicle and the passengers.

[0035] The front longitudinal beam 200 also extends along the length of the vehicle body and is located on one side of the sill beam 100. Typically, two front longitudinal beams 200 are installed on the left and right sides of the front of the passenger compartment to absorb energy and transfer loads when the vehicle body is involved in a frontal collision, thereby protecting the components inside the vehicle and the passengers.

[0036] It is understandable that the door sill beam 100 and the front longitudinal beam 200 extend from the front to the rear of the vehicle, that is, along the length of the vehicle body. Based on the length of the vehicle body, the direction perpendicular to the extension of the door sill beam 100 and the front longitudinal beam 200 is the width of the vehicle body.

[0037] In the prior art, the torsion box is usually set as a rectangle and located between the sill beam and the front longitudinal beam. The torsion box is used to transmit impact loads bidirectionally between the sill beam and the front longitudinal beam.

[0038] When a side collision occurs, the sill beam is the first to be subjected to force. The direction of the impact force is perpendicular to the extension direction of the front longitudinal beam, that is, the direction of the impact force is along the width of the vehicle body. The sill beam tends to displace closer to the front longitudinal beam. The rectangular torsion box located between the sill beam and the front longitudinal beam is used to counteract the tendency of the sill beam to displace relative to the front longitudinal beam. Since the contact area between the two ends of the rectangular torsion box and the sill beam and the front longitudinal beam is sufficient, the impact load can be stably transferred to the front longitudinal beam.

[0039] When a frontal collision occurs, the front longitudinal beam is the first to be subjected to force. The direction of the impact force is the same as the extension direction of the front longitudinal beam, that is, the direction of the impact force is along the length of the vehicle body. The front longitudinal beam has a tendency to move relative to the sill beam along its extension direction. The rectangular torsion box located between the sill beam and the front longitudinal beam is used to counteract the tendency of the front longitudinal beam to move relative to the sill beam. The connection points of the front longitudinal beam and the sill beam with the two ends of the rectangular torsion box are subjected to shear force, and the shear stress is concentrated at a certain point in the connection area. Therefore, the connection points of the front longitudinal beam and the sill beam with the two ends of the rectangular torsion box are very easy to deform and break, resulting in increased maintenance costs.

[0040] In view of the technical problems existing in the prior art, this application provides a torsion box assembly, which changes the connection relationship between the front longitudinal beam 200, the sill beam 100 and the torsion box 400, and adds a support member 500 to stably support the torsion box 400 and the inner plate 300 of the rear section of the longitudinal beam. By expanding an additional stable impact load transmission path to avoid stress concentration, the problem of increased maintenance costs in the prior art is solved.

[0041] In the following, embodiments of this application will be described in detail with reference to the accompanying drawings.

[0042] Referring to all the accompanying drawings, in one illustrative embodiment of the torque box assembly of this application, the torque box assembly includes a sill beam 100, which is an important component of the vehicle's passive safety system and can provide additional protective barriers for passengers.

[0043] Secondly, the door sill beam 100, as an important support point on the side of the vehicle body, helps to enhance the overall rigidity of the body by providing additional structural support. This enhanced rigidity is crucial for the vehicle's handling and stability, ensuring that the vehicle maintains good dynamic performance during driving.

[0044] Reference Appendix Figures 1 to 4 The door sill beam 100 extends along the length of the vehicle body as a longitudinal reinforcement member. The two door sill beams 100 are respectively set at the bottom of both sides of the vehicle body to absorb energy and transfer load when the vehicle body is involved in a side collision.

[0045] On the one hand, the two sill beams 100 structurally run through the left and right sides of the vehicle body, providing necessary support and stability to ensure the safety and stability of the vehicle during driving. On the other hand, in accidents such as side collisions, the two sill beams 100 can absorb and disperse the impact force on the left or right side, thereby protecting the safety of the passengers inside the vehicle.

[0046] In some embodiments, the torsion box assembly further includes a front longitudinal beam 200, which is a core load-bearing component of the front body frame of the vehicle. The front longitudinal beam 200 is located on one side of and connected to the sill beam 100, and the front longitudinal beam 200 and the sill beam 100 maintain a generally parallel spatial arrangement. The parallel arrangement of the front longitudinal beam 200 and the sill beam 100 constitutes a longitudinal load transfer path in the vehicle body structure.

[0047] On the one hand, the front longitudinal beam 200, as the main mounting base for the engine, suspension, and other front assemblies, reliably transmits the continuous load generated during operation to the rear of the vehicle. Since the front longitudinal beam 200 is adjacent to the sill beam 100, the continuous load is effectively diverted and channeled into the robust sill beam 100 structure, thereby significantly improving the overall load-bearing stability and fatigue resistance of the vehicle body, ensuring the vehicle's durability and reliability during long-term use.

[0048] On the other hand, when a frontal collision occurs, the enormous impact energy will first act on the front longitudinal beam 200. Since the front longitudinal beam 200 and the sill beam 100 are spatially adjacent and extend in the same direction, they form two parallel force flow channels, thus distributing the enormous impact generated during a frontal collision. This parallel force transmission mechanism of the front longitudinal beam 200 and the sill beam 100 greatly enhances the vehicle's ability to withstand collision impacts, distributing the impact force more evenly throughout the entire vehicle frame, jointly ensuring the integrity of the passenger compartment and the safety of the occupants.

[0049] Reference Appendix Figures 2 to 4 In some embodiments, the front longitudinal beam 200 further includes a first front longitudinal beam segment 201 and a second front longitudinal beam segment 202, with a preset distance between the first front longitudinal beam segment 201 and the second front longitudinal beam segment 202, so that the front longitudinal beam 200 can transmit impact loads in layers.

[0050] Specifically, the materials of the first front longitudinal beam section 201 and the second front longitudinal beam section 202 include, but are not limited to, 1.8mm thick thermoformed plates.

[0051] When a vehicle is involved in a frontal collision, if the front longitudinal beam 200 is a single piece, the impact force will be transmitted directly along the extension direction of the front longitudinal beam 200 and will be difficult to transmit to the door sill beam 100. The impact load will be concentrated on the front longitudinal beam 200.

[0052] Compared to a one-piece front longitudinal beam 200, this application divides the front longitudinal beam 200 into a first front longitudinal beam segment 201 and a second front longitudinal beam segment 202, with a predetermined distance between them. When a frontal collision occurs, the impact force will be transmitted along the extension direction of the first front longitudinal beam segment 201, but cannot be directly transmitted to the second front longitudinal beam segment 202, thereby avoiding the concentration of impact load on the front longitudinal beam 200.

[0053] When a side collision occurs, the impact force is transmitted from the sill beam 100 to the first front longitudinal beam segment 201 and the second front longitudinal beam segment 202 respectively, thus distributing the impact load on the front longitudinal beam 200 and transmitting it in opposite directions, thereby achieving layered transmission of the impact load.

[0054] Reference Appendix Figures 1 to 4 In some embodiments, the rear section inner plate 300 of the longitudinal beam is disposed between the sill beam 100 and the first front longitudinal beam section 201. Both ends of the rear section inner plate 300 are connected to the sill beam 100 and the first front longitudinal beam section 201, respectively, for bidirectional transmission of impact loads between the sill beam 100 and the first front longitudinal beam section 201. The material of the rear section inner plate 300 includes, but is not limited to, a 1.6mm thick thermoformed sheet.

[0055] On the one hand, when a vehicle is involved in a frontal collision, the impact force will be transmitted along the extension direction of the first front longitudinal beam segment 201. Based on the transmission of the impact load from the inner plate 300 of the rear section of the longitudinal beam to the sill beam 100, it can be ensured that the impact load is stably transmitted from the front longitudinal beam 200 to the sill beam 100, so that the sill beam 100 can stably share the impact load on the front longitudinal beam 200, and avoid the impact load being concentrated on the front longitudinal beam 200 when the vehicle is involved in a frontal collision.

[0056] On the other hand, when a side collision occurs, the impact force is transmitted through the sill beam 100 along the direction perpendicular to the front longitudinal beam 200, allowing the front longitudinal beam 200 to stably distribute the impact load on the sill beam 100. Since the front longitudinal beam 200 includes a first front longitudinal beam segment 201 and a second front longitudinal beam segment 202, it can further disperse the impact load, thereby ensuring the stability of the vehicle body and reducing damage caused by stress concentration during a side collision.

[0057] Reference Appendix Figures 2 to 4 In some embodiments, the angle between the inner plate 300 of the rear section of the longitudinal beam and the first front longitudinal beam section 201 is an obtuse angle.

[0058] When a vehicle is involved in a frontal collision, the impact force will be transmitted along the extension direction of the first front longitudinal beam segment 201. Since the angle between the rear inner plate 300 of the longitudinal beam and the first front longitudinal beam segment 201 is an obtuse angle, the impact force is transmitted to the sill beam 100 through the rear inner plate 300 of the longitudinal beam more smoothly, avoiding excessive stress concentration at the connection between the rear inner plate 300 of the longitudinal beam and the first front longitudinal beam segment 201.

[0059] Specifically, when a vehicle is involved in a frontal collision, the first front longitudinal beam segment 201 tends to displace relative to the sill beam 100 along its extension direction. Compared to the prior art where the overlap angle between the front longitudinal beam 200 and the rectangular torsion box 400 is a right angle, the impact load on the front longitudinal beam 200 is difficult to be transferred to the sill beam 100 through the rectangular torsion box 400, resulting in stress concentration at the connection point between the front longitudinal beam 200 and the rectangular torsion box 400, which makes it prone to breakage.

[0060] This application sets the angle between the inner plate 300 of the rear section of the longitudinal beam and the first front longitudinal beam section 201 to an obtuse angle, so that the impact load on the first front longitudinal beam section 201 can be smoothly transferred to the sill beam 100 through the inner plate 300 of the rear section of the longitudinal beam. Therefore, it can avoid excessive stress concentration at the connection between the inner plate 300 of the rear section of the longitudinal beam and the first front longitudinal beam section 201.

[0061] Reference Appendix Figures 3 to 6In some embodiments, a torsion box 400 is disposed between and connected to the first front longitudinal beam segment 201 and the second front longitudinal beam segment 202, respectively. The torsion box 400 is further connected to the inner plate 300 of the rear section of the longitudinal beam. The torsion box 400 serves as an impact load transmission path, used to transmit impact loads bidirectionally between the inner plate 300 of the rear section of the longitudinal beam and the second front longitudinal beam segment 202. The material of the torsion box 400 includes, but is not limited to, 1.8mm thick high-strength steel.

[0062] Based on the fact that the inner plate 300 of the rear section of the longitudinal beam serves as a bidirectional impact load transmission path between the first front longitudinal beam section 201 and the sill beam 100, the torsion box 400 essentially serves as an impact load transmission path connected in parallel with the inner plate 300 of the rear section of the longitudinal beam.

[0063] Torque box 400 is located between the first front longitudinal beam section 201 and the second front longitudinal beam section 202, and torque box 400 is located between the sill beam 100 and the second front longitudinal beam section 202.

[0064] Specifically, one impact load transmission path on the torsion box 400 is located between the first front longitudinal beam segment 201 and the second front longitudinal beam segment 202, and the other impact load transmission path is located between the sill beam 100 and the second front longitudinal beam segment 202. These two impact load transmission paths are connected in parallel with the inner plate 300 of the rear section of the longitudinal beam.

[0065] On the one hand, when a vehicle is involved in a frontal collision, the impact force will be transmitted along the extension direction of the first front longitudinal beam segment 201. Based on the fact that when the inner plate 300 of the rear section of the longitudinal beam transmits the impact load to the sill beam 100, at the same time, part of the impact load is transmitted to the second front longitudinal beam segment 202 through the torsion box 400, the sill beam 100 and the second front longitudinal beam segment 202 can share the impact load on the first front longitudinal beam segment 201, thus avoiding the impact load from being concentrated in a certain part of the structure, which could lead to deformation and fracture.

[0066] On the other hand, when a side collision occurs, the impact force is transmitted from the sill beam 100 along the direction perpendicular to the front longitudinal beam 200. Based on the fact that the inner plate 300 of the rear section of the longitudinal beam transmits the impact load to the front longitudinal beam 200, part of the impact load is transmitted to the first front longitudinal beam section 201 through the inner plate 300 of the rear section of the longitudinal beam, and another part of the impact load is transmitted to the second front longitudinal beam section 202 through the torsion box 400. This allows the first front longitudinal beam section 201 and the second front longitudinal beam section 202 to share the impact load on the sill beam 100, avoiding the impact load from being concentrated in a certain part of the structure, which could lead to deformation and fracture.

[0067] Reference Appendix Figures 3 to 6 In some embodiments, the torque box 400 is a triangular structure, and the specific shape of the triangular structure includes, but is not limited to, an obtuse triangle, an acute triangle, and a right triangle.

[0068] As the most stable geometric shape in mechanics, the triangle enables the torsion box 400 to maintain excellent structural stability and mechanical support, which helps the torsion box 400 to quickly disperse the concentration point of force during a collision and efficiently transfer the impact load to the surrounding reinforcing structure.

[0069] Reference Appendix Figures 3 to 6 In some embodiments, at least one side of the triangular structural member extends from the sill beam 100 toward the first front longitudinal beam segment 201, so that the side of the triangular structural member coincides with and is connected to the extension direction of the rear section inner plate 300 of the longitudinal beam.

[0070] That is, at least one side of the triangular structural member coincides with and is connected to the inner plate 300 of the rear section of the longitudinal beam, which is used to increase the strength of the impact load transmission path of the inner plate 300 of the rear section of the longitudinal beam. In addition, together with the other two sides of the triangular structural member, a continuous and sufficiently strong composite transmission link is formed as a whole, which remains stable during the transmission of impact load, effectively and stably transmitting the impact load generated by frontal and side collisions, and reducing the risk of deformation and fracture.

[0071] Reference Appendix Figures 3 to 6 In some embodiments, one interior angle of the triangular structural member is a right angle, and the extension direction of the side opposite the right angle coincides with the extension direction of the inner plate 300 of the rear section of the longitudinal beam.

[0072] Among them, the right angle of the triangular structural member is relatively far away from the rear section inner plate 300 of the longitudinal beam and close to the second front longitudinal beam section 202. That is, the triangular structural member is a right triangle, and the extension direction of the longest hypotenuse of the right triangle coincides with the extension direction of the rear section inner plate 300 of the longitudinal beam and overlaps with it.

[0073] On the one hand, the longest hypotenuse of the right triangle overlaps with the inner plate 300 of the rear section of the longitudinal beam, which is used to maximize the effective overlap length between the triangular structural member and the inner plate 300 of the rear section of the longitudinal beam, thereby maximizing the strength of the impact load transmission path of the inner plate 300 of the rear section of the longitudinal beam, and effectively transmitting the impact load when the vehicle is involved in a frontal or side collision.

[0074] On the other hand, the other two legs of the right triangle serve as the impact load transmission paths between the threshold beam 100 and the second front longitudinal beam segment 202, and between the first front longitudinal beam segment 201 and the second front longitudinal beam segment 202, respectively.

[0075] The right-angled edge between the sill beam 100 and the second front longitudinal beam segment 202 is perpendicular to the extension direction of the sill beam 100, connecting the two. This is mainly used to effectively transfer the side impact load when the vehicle is involved in a side collision.

[0076] The right-angled edge between the first front longitudinal beam segment 201 and the second front longitudinal beam segment 202 connects the two along the extension direction of the front longitudinal beam 200, which is mainly used to effectively transfer the frontal impact load when the vehicle is involved in a frontal collision.

[0077] Reference Appendix Figures 3 to 5 In some embodiments, the support member 500 is located on the side of the torsion box 400 away from the rear inner plate 300 of the longitudinal beam to support the torsion box 400 in bearing impact. The support member 500 includes at least the following three installation positions.

[0078] Firstly, the support member 500 is located on the side of the torsion box 400 away from the sill beam 100. It is mainly used to transmit the impact force from the sill beam 100 along the direction perpendicular to the front longitudinal beam 200 when the vehicle is involved in a side collision. Since part of the load is transmitted to the second front longitudinal beam segment 202 through the torsion box 400, the support member 500 is used to provide a support force to the torsion box 400 in the opposite direction of load transmission to maintain the stability of the torsion box 400.

[0079] Secondly, the support member 500 is located on the side of the torsion box 400 away from the first front longitudinal beam section 201. It is mainly used to transmit the impact force along the extension direction of the first front longitudinal beam section 201 when the vehicle is involved in a frontal collision. Since part of the load is transmitted to the second front longitudinal beam section 202 through the torsion box 400, the support member 500 is used to provide a support force to the torsion box 400 in the opposite direction of load transmission to maintain the stability of the torsion box 400.

[0080] Thirdly, the support member 500 is located on the side of the torsion box 400 away from the sill beam 100, and is also located on the side of the torsion box 400 away from the first front longitudinal beam segment 201. That is, when the vehicle is involved in a frontal or side collision, the support member 500 provides a support force to the torsion box 400 in the opposite direction to the load transmission direction to maintain the stability of the torsion box 400.

[0081] Reference Appendix Figures 2 to 5 In some embodiments, the support member 500 is located between the torsion box 400 and the second front longitudinal beam segment 202 and is connected to both.

[0082] The support member 500 bridges the torque box 400 and the second front longitudinal beam segment 202. Compared with the direct connection between the torque box 400 and the second front longitudinal beam segment 202, the support member 500 is used to increase the contact area at the connection position between the torque box 400 and the second front longitudinal beam segment 202.

[0083] Specifically, the geometry of the support member 500 includes, but is not limited to, trapezoidal, frustum-shaped or other irregular structures, to further match the geometric characteristics of the torsion box 400 and the second front longitudinal beam segment 202.

[0084] The connection method between the support component 500 and the torsion box 400 and the second front longitudinal beam section 202 should be selected according to the vehicle body material and process, including but not limited to spot welding, laser welding, riveting or high-strength adhesive technology.

[0085] When a vehicle is involved in a frontal or side collision, the connection points of various components are usually stress concentration points. During the vehicle manufacturing process, the specifications of components such as the sill beam 100, the front longitudinal beam 200, and the torsion box 400 usually need to meet the specifications for assembly. Therefore, there is a problem that the contact area at the connection points of various components is too small, which makes them prone to breakage during load transfer.

[0086] Since the torsion box 400 is the core component for transmitting impact loads, this application adds an additional support 500 and adaptively adjusts the specifications of the connection end of the support 500 to increase the contact area at the connection position between the second front longitudinal beam segment 202 and the torsion box 400. This allows the torsion box 400 to distribute the impact load more evenly to the second front longitudinal beam segment 202 when subjected to impact force, avoiding local stress concentration or connection failure. The support 500 includes at least three configurations to increase the contact area at the connection position.

[0087] Firstly, at least the cross-section of the support member 500 near the torsion box 400 is increased so that when the vehicle is involved in a frontal or side collision, the impact load received by the torsion box 400 is evenly transferred to the support member 500, and then concentrated by the support member 500 and transferred to the second front longitudinal beam segment 202.

[0088] Secondly, at least the cross-section of the support member 500 near the second front longitudinal beam section 202 is increased so that when the vehicle is involved in a frontal or side collision, the impact load received by the torsion box 400 is concentrated and transferred to the support member 500, and then evenly transferred to the second front longitudinal beam section 202 through the support member 500.

[0089] Thirdly, the cross-section of the support member 500 near the torsion box 400 is increased, and the cross-section of the support member 500 near the second front longitudinal beam section 202 is also increased, so that when the vehicle is involved in a frontal or side collision, the impact load received by the torsion box 400 is evenly transferred to the support member 500, and then evenly transferred to the second front longitudinal beam section 202 through the support member 500.

[0090] Reference Appendix Figure 5 and Figure 7 In some embodiments, the cross-sectional area of ​​the support 500 gradually increases from the torsion box 400 toward the second front longitudinal beam segment 202.

[0091] By designing the cross-sectional area of ​​the support member 500 to gradually increase from the second front longitudinal beam section 202 to the torsion box 400, a smooth transition of the structural force path is achieved.

[0092] Specifically, when a vehicle is involved in a frontal or side collision, the impact force is first applied to the torsion box 400, then transmitted from the torsion box 400 to the support member 500, and finally transmitted through the support member 500 to the second front longitudinal beam segment 202.

[0093] During the aforementioned transmission of impact load, the design based on the gradual increase of the cross-sectional area of ​​the support member 500 can effectively reduce stress concentration and promote the stress to expand layer by layer along the direction of change of the cross-section of the support member 500.

[0094] The support component 500 can achieve flexible deformation and energy buffering during the force transmission process, which is conducive to the gradual absorption and uniform transmission of impact loads and prevents sudden structural failure.

[0095] Furthermore, the design of the gradually increasing cross-sectional area of ​​the support component 500 enhances the connection stability near the torsion box 400 and improves the overall impact resistance.

[0096] In some embodiments, the support member 500 is provided with a shrinkage rib, which is used to shrink and deform to absorb kinetic energy when the compressive force on the support member 500 is greater than a preset threshold.

[0097] The support member 500 is positioned between the second front longitudinal beam section 202 and the torsion box 400 for support. When the vehicle is involved in a head-on collision, the support member 500 is actually subjected to the compressive force generated by the second front longitudinal beam section 202 and the torsion box 400.

[0098] The collapse process of contraction ribs is an energy absorption mechanism that can significantly prolong the stress duration and reduce the peak impact load in a vehicle collision, thereby ensuring the integrity of other vehicle body structures. Contraction rib materials include, but are not limited to, highly ductile metallic materials.

[0099] This application provides constriction ribs on the support member 500, or sets the support member 500 as a constriction rib. The constriction ribs, through a preset bending zone or corrugated deformation zone, cause plastic instability to occur preferentially under excessive compressive force, thereby effectively absorbing kinetic energy and preventing the impact force from being directly transmitted to the torsion box 400 and the second front longitudinal beam segment 202 structure.

[0100] The support member 500 of this application not only supports the torque box 400, ensuring its stable transmission of impact loads during minor collisions or vibrations, but also absorbs a large amount of kinetic energy through controlled deformation during severe collisions, i.e., when the compressive force on the support member 500 exceeds a preset threshold. This reduces impact transmission to the passenger compartment, improving passenger safety, or reduces impact transmission to other vehicle components, preventing breakage and lowering vehicle maintenance costs.

[0101] It should be noted that the above-mentioned excessive compressive force refers to the compressive force on the support member 500 exceeding the preset threshold set in advance.

[0102] When the preset threshold is too high, even if the vehicle is involved in a severe collision, the support component 500 will not deform to absorb kinetic energy and will still stably transmit the impact load. Therefore, it will be impossible to achieve the technical effects of improving passenger safety and reducing vehicle maintenance costs.

[0103] When the preset threshold is too small, even if the vehicle experiences slight vibration, the support 500 will deform to absorb kinetic energy, thus failing to achieve the technical effect of stably supporting the torque box 400.

[0104] Therefore, the preset threshold should be set to an appropriate value according to actual needs so that deformation occurs under appropriate conditions to absorb energy.

[0105] The deformation behavior of contraction ribs can be controlled by parameters such as geometric dimensions, material thickness, opening design, or local reinforcement areas to set different preset thresholds for contraction ribs.

[0106] Reference Appendix Figure 5 and Figure 7 In some embodiments, the support member 500 includes at least three support points, wherein two support points at one end of the support member 500 are arranged opposite to each other and are simultaneously connected to the end of the torsion box 400 near the second front longitudinal beam section 202; one support point at the other end of the support member 500 is arranged opposite to the space between the other two support points and is connected to the second front longitudinal beam section 202.

[0107] By setting the support member 500 to a structural form with three clearly defined support points, the support member 500 as a whole resembles a Y-shaped structural member, thus forming a stable multi-point connection system.

[0108] Two symmetrically arranged support points are connected to the end of the torsion box 400 near the second front longitudinal beam segment 202, providing stable structural support and two energy transfer paths to the torsion box 400. A third support point is located between the two aforementioned support points, at the end furthest from the torsion box 400, connecting to the second front longitudinal beam segment 202. This third support point stably transfers the impact load from the torsion box 400 to the second front longitudinal beam segment 202 through a single energy transfer path. These three support points work together to form a stable support structure for both the torsion box 400 and the second front longitudinal beam segment 202.

[0109] The above-mentioned layout of the three support points can also effectively disperse the concentrated loads from the three collision directions of the sill beam 100, the first front longitudinal beam segment 201, and the second front longitudinal beam segment 202, so that the impact force is dispersed from multiple paths and transmitted to each other, reducing stress concentration and improving the overall stability of the torsion box assembly.

[0110] In addition, the layout of the three support points allows the central area of ​​the three support points to have a certain deformation buffer space. When the impact load is large, the central area of ​​the three support points can deform and absorb energy first, assisting the three outer support points to complete the gradual buffer.

[0111] Reference Appendix Figure 5 and Figure 7 In some embodiments, the three support points form a triangular support structure as three vertices, and the triangular support structure is connected to the triangular structural member by two corresponding sides that are close to each other.

[0112] The three support points are connected as three vertices to form a closed triangular support structure. Based on the stability characteristics of triangles, the triangular support structure on the support member 500 can effectively control the structural deformation path during the collision process and improve the impact resistance of the vehicle structure.

[0113] The triangular support structure on the support member 500 and the triangular structural member formed by the torsion box 400 body are configured as two sets of adjacent triangular units during assembly. The two sets are connected to each other at their two adjacent corresponding sides by connectors or structural extensions. That is, the two triangular units are pressed against each other at their two adjacent corresponding sides, which can ensure that the pressing area is large enough and the stress distribution is concentrated, thereby making the connection between the support member 500 and the torsion box 400 less prone to deformation and breakage.

[0114] In addition, this application also provides a vehicle in which the torsion box assembly of any of the above embodiments is provided in the vehicle body, which is used to enhance the vehicle's collision energy absorption capacity and structural impact resistance, effectively protect the integrity of the passenger space, and improve the overall vehicle safety level.

[0115] In summary, this application provides a torsion box assembly and a vehicle, which divides the front longitudinal beam 200 into a first front longitudinal beam segment 201 and a second front longitudinal beam segment 202, and connects them to the sill beam 100 via the rear section inner plate 300 of the longitudinal beam, the torsion box 400, and the sill beam 100. This distributes the load transfer task between the sill beam 100 and the front longitudinal beam 200 to different impact load transfer paths, avoiding stress concentration problems caused by transferring loads only through the connection area between the front longitudinal beam 200 and the torsion box 400. The support member 500 supports the torsion box 400 and the rear section inner plate 300 of the longitudinal beam, ensuring the stability of the impact load transfer path and preventing localized structural damage. By designing the torsion box 400 as a triangular structure, with at least one side extending from the sill beam 100 towards the first front longitudinal beam segment 201, the rigidity of the rear section inner plate 300 of the longitudinal beam is strengthened, and the impact load is stably distributed. By setting an obtuse angle connection, the impact load propagating along the extension direction of the front longitudinal beam 200 is easily distributed, reducing the risk of fracture at the connection between the rear section inner plate 300 and the first front longitudinal beam segment 201. Strengthening the impact load transmission path of the rear section inner plate 300 with right-angled opposite sides, and extending additional impact load transmission paths with two right-angled adjacent sides, improves the overall load transfer efficiency when applied to frontal or side impacts of the vehicle body. The applicability and stability of the load transfer structure under different impact scenarios are assessed. By increasing the contact area at the connection point between the torsion box 400 and the second front longitudinal beam segment 202, the connection strength and collision energy distribution efficiency are effectively improved, reducing the impact of the collision force on other areas of the vehicle body and improving the overall collision safety performance of the vehicle. By designing the cross-sectional area of ​​the support member 500 to gradually increase along the direction from the second front longitudinal beam segment 202 to the torsion box 400, a smooth transition of the structural force path is achieved, significantly improving the uniformity of force distribution and impact load absorption capacity of the support member 500. By setting constriction ribs on the support member 500, not only can the torsion box 400 be effectively protected... The support structure can absorb a large amount of kinetic energy through controlled deformation during a collision, reducing the impact on other areas of the vehicle body and the passenger compartment, lowering maintenance costs, and ensuring passenger safety. By setting the support member 500 to a structure with three support points, it can effectively disperse concentrated loads from various collision directions, allowing forces to be distributed and transmitted through multiple paths, reducing stress concentration, and improving structural stability. The triangular support structure formed by the three support points, in conjunction with the torsion box 400 set as a triangular structural member, can transfer loads in a double-triangular coupling manner, which can significantly improve the overall structural rigidity and synergistic impact energy absorption capacity of the torsion box assembly.

[0116] Finally, it should be noted that the various embodiments in this specification are described in a progressive manner, with each embodiment focusing on the differences from other embodiments. The same or similar parts between the various embodiments can be referred to each other.

[0117] The above embodiments are only used to illustrate the technical solutions of this application and not to limit them; although this application has been described in detail with reference to preferred embodiments, those skilled in the art should understand that modifications can still be made to the specific implementation of this application or equivalent substitutions can be made to some technical features without departing from the spirit of the technical solutions of this application, and all such modifications and substitutions should be covered within the scope of the technical solutions claimed in this application.

Claims

1. A torsion box assembly, characterized in that, include: Threshold beam (100); A front longitudinal beam (200) is provided on one side of the sill beam (100), and the front longitudinal beam (200) further includes a first front longitudinal beam section (201) and a second front longitudinal beam section (202). The inner plate (300) of the rear section of the longitudinal beam is located between the threshold beam (100) and the first front longitudinal beam section (201); A torsion box (400) is disposed between the first front longitudinal beam section (201) and the second front longitudinal beam section (202) and is connected to both respectively; the torsion box (400) is further connected to the inner plate (300) of the rear section of the longitudinal beam.

2. The torque box assembly according to claim 1, characterized in that, The torsion box (400) is a triangular structural component, with at least one side of the triangular structural component extending from the sill beam (100) toward the first front longitudinal beam section (201) so that the side of the triangular structural component overlaps with and connects to the extension direction of the inner plate (300) of the rear section of the longitudinal beam.

3. The torque box assembly according to claim 2, characterized in that, The angle between the inner plate (300) of the rear section of the longitudinal beam and the first front longitudinal beam section (201) is an obtuse angle.

4. The torque box assembly according to claim 2, characterized in that, One interior angle of the triangular structural member is a right angle, and the extension direction of the side opposite the right angle coincides with the extension direction of the inner plate (300) of the rear section of the longitudinal beam.

5. The torque box assembly according to claim 1, characterized in that, Also includes: A support member (500) is disposed between the torsion box (400) and the second front longitudinal beam segment (202) and connected to both.

6. The torque box assembly according to claim 5, characterized in that, The cross-sectional area of ​​the support member (500) gradually increases from the second front longitudinal beam segment (202) toward the torsion box (400).

7. The torque box assembly according to claim 5, characterized in that, The support member (500) is provided with a shrinkage rib, which is used to shrink and deform to absorb kinetic energy when the compressive force on the support member (500) is greater than a preset threshold.

8. The torque box assembly according to claim 5, characterized in that, The support member (500) includes at least three support points, wherein two of the support points at one end of the support member (500) are arranged opposite to each other and are simultaneously connected to the end of the torsion box (400) near the second front longitudinal beam section (202); one of the support points at the other end of the support member (500) is arranged opposite to the space between the other two support points and is connected to the second front longitudinal beam section (202).

9. The torque box assembly according to claim 8, characterized in that, The three support points form a triangular support structure as three vertices, and the triangular support structure is connected to the triangular structural member by two corresponding sides that are close to each other.

10. A vehicle, characterized in that, The vehicle body is provided with a torque box assembly as described in any one of claims 1 to 9.

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