CN118810916B

CN118810916B - Underbody force transmission structure and vehicle

Info

Publication number: CN118810916B
Application number: CN202310417440.6A
Authority: CN
Inventors: 陈强; 高鹏; 贺志杰; 李卫钊; 张书任
Original assignee: Great Wall Motor Co Ltd
Current assignee: Great Wall Motor Co Ltd
Priority date: 2023-04-18
Filing date: 2023-04-18
Publication date: 2025-11-14
Anticipated expiration: 2043-04-18
Also published as: CN118810916A

Abstract

This invention provides a lower vehicle body force transmission structure and a vehicle. The lower vehicle body force transmission structure includes longitudinal force transmission channels on the left and right sides. Each longitudinal force transmission channel includes a front engine compartment longitudinal beam, a torsion box, a central channel reinforcing longitudinal beam, and a rear floor longitudinal beam arranged sequentially along the front-rear direction of the vehicle. The front part of each front engine compartment longitudinal beam bends outward in the left-right direction of the vehicle. One side of each torsion box is connected to the sill beam on the same side, and the other side of each torsion box is connected to the central channel reinforcing longitudinal beam on the same side. A rear floor central crossbeam is provided between the two rear floor longitudinal beams. The rear ends of both central channel reinforcing longitudinal beams are connected to the rear floor central crossbeam, and each central channel reinforcing longitudinal beam is connected to the rear floor longitudinal beam on the same side through the rear floor central crossbeam. The lower vehicle body force transmission structure of this invention can increase the number of force transmission channels in the lower vehicle body, which is beneficial for the transmission and dispersion of frontal and rear collision forces, and can improve the safety of the vehicle in a collision.

Description

Lower car body force transmission structure and car

Technical Field

The invention relates to the technical field of vehicle bodies, in particular to a lower vehicle body force transmission structure. The invention also relates to a vehicle provided with the lower vehicle body force transmission structure.

Background

At present, the collision safety of vehicles has become an important aspect in the research and development work of various vehicle enterprises. In the existing vehicle body structure, a beam body structure such as a front cabin side member, a rocker member, a rear floor side member, and the like is generally employed for transmitting and dispersing collision force, particularly, frontal collision and rear collision force. However, the existing force transmission structure of the vehicle, which is composed of the front cabin longitudinal beam, the threshold beam, the rear floor longitudinal beam and the like, still has the defects of single force transmission channel, incoherent force transmission channel and the like, and the existing force transmission structure still restricts the improvement of the collision safety of the vehicle, thereby being unfavorable for the improvement of the quality of the whole vehicle.

Disclosure of Invention

In view of the above, the present invention aims to provide a lower body force transmission structure, so as to improve the collision safety of the whole vehicle and help to improve the quality of the whole vehicle.

In order to achieve the above purpose, the technical scheme of the invention is realized as follows:

the lower vehicle body force transmission structure comprises longitudinal force transmission channels which are respectively arranged at the left side and the right side, wherein each longitudinal force transmission channel at each side comprises a front engine room longitudinal beam, a torsion box, a middle channel reinforcing longitudinal beam and a rear floor longitudinal beam which are sequentially arranged along the front-rear direction of the whole vehicle;

the front part of each side of the front cabin longitudinal beam is bent towards one side outside the vehicle in the left-right direction of the whole vehicle, one side of each side of the torsion box is connected with a threshold beam on the same side, and the other side of each side of the torsion box is connected with the middle channel reinforcing longitudinal beam on the same side;

A rear floor middle cross beam is arranged between the rear floor longitudinal beams at two sides, the rear ends of the middle channel reinforcing longitudinal beams at two sides are connected to the rear floor middle cross beam, and the middle channel reinforcing longitudinal beams at each side are connected with the rear floor longitudinal beams at the same side through the rear floor middle cross beam.

Further, the bending parts of the front cabin longitudinal beams at each side are respectively connected with a connecting bracket, and the front cabin longitudinal beams at both sides are connected with a front anti-collision beam assembly through the connecting brackets.

Further, a supporting beam is connected between the connecting brackets at the two sides, and/or,

The distance between the front ends of the longitudinal beams of the front engine room along the left-right direction of the whole vehicle is larger than the distance between the left ends and the right ends of the front anti-collision beams in the front anti-collision beam assembly along the left-right direction of the whole vehicle.

Further, the front cabin longitudinal beams at two sides are respectively provided with a lower force transmission beam at one side of the front cabin;

the lower force transfer beams on all sides are connected to one side, facing the head of the vehicle, of the front coaming, one end of each lower force transfer beam on all sides is connected to the front cabin longitudinal beam on the same side, and the other end of each lower force transfer beam on all sides is connected to the middle channel reinforcing longitudinal beam on the same side.

Further, the lower force transfer beam at each side is connected with the front ends of the middle channel reinforcing longitudinal beams at the same side, and a connecting plate is connected between the front ends of the middle channel reinforcing longitudinal beams at both sides, and/or,

The width of one end of each side, which is connected with the front cabin longitudinal beam, of the lower force transfer beam is larger than the width of one end, which is connected with the middle channel reinforcing longitudinal beam, of each side, the width is the width of the lower force transfer beam along the front-back direction of the whole vehicle, and one side, which faces the vehicle head, of each side of the lower force transfer beam forms a smooth transition arc-shaped surface.

Further, front shock towers are respectively connected to the front cabin longitudinal beams on each side, and rear reinforcing longitudinal beams are arranged on the side parts of the front shock towers on each side;

each side the back reinforcing longitudinal beam extends along the height direction of the front shock absorber, the bottom ends of the back reinforcing longitudinal beams on two sides are connected to the front cabin longitudinal beam on the same side, and each side the lower force transfer beam is connected with one end of the front cabin longitudinal beam and the bottom end of the back reinforcing longitudinal beam.

Further, the top ends of the rear stiffening beams on both sides are connected together by a front cabin upper cross beam arranged between the tops of the front shock towers on both sides, and/or,

The both sides the lateral part of preceding shock tower all is equipped with the front reinforcing longeron, each side the front reinforcing longeron arranges side by side in the homonymy the front side of back reinforcing longeron, and both sides the bottom of front reinforcing longeron is through locating both sides front cabin underbeam link together between the front cabin longeron.

Further, the torsion boxes at two sides are both in a herringbone shape and are provided with an outer box body and an inner box body which are connected together;

Each side the outer box body links to each other with the threshold roof beam of homonymy, each side the inner box body with the homonymy well passageway strengthens the longeron and is connected, and both sides link to each other through the connecting piece between the inner box body.

Furthermore, the outer box body and the inner box body at each side are buckled on the front wall connecting plate, and a cavity is formed between the outer box body, the inner box body and the front wall connecting plate in a surrounding way, and/or,

The connecting piece adopts a tubular beam.

Further, a rear floor front cross beam is connected between the front ends of the rear floor longitudinal beams at two sides, a rear force transfer beam is arranged at one side, close to the interior of the vehicle, of each side of the rear floor longitudinal beam, the front end of each side of the rear force transfer beam is connected with the rear floor front cross beam, and the rear end of each side of the rear force transfer beam is connected with the rear floor longitudinal beam;

The rear force transfer beams on each side gradually incline to one side of the rear floor longitudinal beam on the same side from front to back along the front-back direction of the whole vehicle, and form a herringbone structure with the rear floor longitudinal beam on the same side;

The connection points between the rear force transfer beam and the rear floor front cross beam on each side are connected with the middle channel reinforcing longitudinal beam on the same side in the up-down direction of the whole vehicle.

Further, the rear ends of the rear force transfer beams at each side are connected with the middle cross beam of the rear floor in the front-rear direction of the whole vehicle, and/or,

The left and right sides of the middle cross beam of the rear floor are respectively provided with a rear stiffening beam positioned in the longitudinal beam of the rear floor, and the rear stiffening beams are obliquely arranged to one side of the tail of the vehicle along the direction pointing to the outside of the vehicle in the left and right directions of the whole vehicle.

Further, each side of the rear floor stringer is composed of a rear floor stringer main body in a rear floor skeleton formed by integral thermoforming and a stringer cover plate connected to the top of the rear floor stringer main body;

The rear floor middle cross beam is integrally formed in the rear floor framework, and the rear parts of the rear floor longitudinal beams at all sides are respectively formed with a crumple section which is crumple and deformed preferentially when a vehicle collides.

Further, the crush section includes crush slots provided in a height direction of the rear floor frame, the crush slots having a width of between 20mm and 50mm in a front-rear direction of the entire vehicle, and/or,

The length direction of the rear floor longitudinal beam is divided into a plurality of crumple sections, the crumple sections are arranged at intervals along the length direction of the rear floor longitudinal beam, the distance between two adjacent crumple sections along the front-rear direction of the whole vehicle is gradually increased from back to front along the front-rear direction of the whole vehicle.

Compared with the prior art, the invention has the following advantages:

According to the lower vehicle body force transmission structure, the longitudinal force transmission channels formed by the front cabin longitudinal beam, the torsion box, the middle channel reinforcing longitudinal beam and the rear floor longitudinal beam can be formed in the vehicle body, the number of the force transmission channels in the lower vehicle body can be increased on the basis of the channels of the side door sills Liang Chuanli, transmission and dispersion of collision force of front collision and rear collision are facilitated, the safety of the whole vehicle collision can be improved, meanwhile, the front cabin longitudinal beam can better participate in the small overlap collision by bending the front part of the front cabin longitudinal beam outwards, the effective transmission of collision force by the front cabin longitudinal beam can be utilized, the safety of the small overlap collision is improved, and the quality of the whole vehicle is facilitated to be improved.

In addition, through setting up the linking bridge, can be convenient for be connected between front crashproof roof beam assembly and the front cabin longeron to can guarantee the reliability of connection. The support cross beam is arranged, and transverse connection can be formed between the connecting brackets at two sides, so that the Y-direction rigidity of the front part of the vehicle body can be improved. The distance between the two ends of the front anti-collision beam is smaller than the distance between the front ends of the front cabin longitudinal beams on the two sides, the front cabin longitudinal beams can participate in small overlapping collision, and the front anti-collision beam has higher participation compared with the front anti-collision beam, so that the front cabin longitudinal beams can be utilized for effectively transmitting collision force, the safety of the small overlapping collision is improved, and the safety quality of the whole vehicle is improved.

Through setting up the lower biography power roof beam of connecting anterior cabin longeron and well passageway reinforcing longeron, can increase the joint strength between anterior cabin longeron and the well passageway to also can increase new biography power passageway between anterior cabin longeron and well passageway, help the transmission of collision force between the two, and do benefit to the security that promotes whole car. The middle channel reinforcing longitudinal beams on the two sides are connected through the connecting plates, the rigidity of the front end position of the middle channel is increased through the connecting effect of the connecting plates, and meanwhile a force transmission channel can be formed between the middle channel reinforcing longitudinal beams on the two sides, so that the transmission of collision force between the left side and the right side of the automobile body is facilitated.

And secondly, the width of one end of the lower force transfer beam connected with the front engine room longitudinal beam is larger, and a smooth transition molded surface is formed at the front side of the lower force transfer beam, so that the phenomenon that the collision force is not transferred smoothly due to the severe change of the cross section of the lower force transfer beam can be avoided, and meanwhile, the stability of the connecting part of the lower force transfer beam and the front engine room longitudinal beam can be increased. Through the setting of back reinforcing longeron, can promote the structural strength of shock tower position, be favorable to reducing shock tower material thickness, realize subtracting the heavy, simultaneously for lower biography power roof beam also links to each other with back reinforcing longeron, not only can further increase the joint strength of lower biography power roof beam and front engine compartment longeron position, and also can make back reinforcing longeron and lower biography power roof beam connect and form the biography power passageway that link up, be favorable to the transmission dispersion of collision power.

The rear reinforcing longitudinal beams on two sides are connected through the upper cross beam of the front engine room, so that transverse connection can be formed between the front shock absorption towers on two sides, and the Y-direction rigidity of the front part of the automobile body can be improved. Through the arrangement of the front reinforcing longitudinal beam, the structural strength of the position of the damping tower can be better improved, the thickness of the damping tower material is further reduced, weight reduction is realized, and meanwhile, the transverse connection can be formed between the front damping towers on two sides through the arrangement of the upper cross beam of the front cabin, so that the Y-direction rigidity of the front part of the automobile body is improved, and the collision safety is improved. The torsion box is in a herringbone shape, so that collision force transmitted by the front engine room longitudinal beam is uniformly transmitted to the left and right sides, the structural strength of the torsion box is high, the torsion box is not easy to deform, and the application effect of the torsion box can be improved. The torsion boxes on two sides are connected through the connecting piece, the overall transverse rigidity of the automobile body can be increased through the connecting effect of the connecting piece, and a through force transmission channel is additionally arranged between the torsion boxes on two sides, so that the transmission of collision force between the left side and the right side of the automobile body is facilitated.

In addition, form the cavity between interior, outer box body and the preceding enclose connecting plate, the characteristic that can utilize cavity structural strength big guarantees the structural strength of interior, outer box body position, guarantees its application effect. The connecting piece adopts the tubular beam, can be convenient for its preparation, also can guarantee the joint strength of connecting piece simultaneously. Through setting up the back biography power roof beam in back floor longeron inboard to make and form the chevron shape structure between back biography power roof beam and the back floor longeron, can be when bumping after taking place, transmit the collision force together with back floor longeron through back biography power roof beam, can improve collision force transmission effect, also can avoid collision force to all act on back floor longeron, cause back floor longeron front portion to buckle, can promote whole car collision security. Meanwhile, the connecting point between the rear force transfer beam and the rear floor front cross beam is connected with the middle channel reinforcing longitudinal beam, a new force transfer channel can be added between the middle channel reinforcing longitudinal beam and the rear floor longitudinal beam through the rear force transfer beam, and the transmission effect of collision force between the middle channel reinforcing longitudinal beam and the rear floor longitudinal beam can be improved.

The rear force transfer beam is connected with the middle cross beam of the rear floor, so that the reliability of the connection of the rear force transfer beam and the rear floor framework can be improved on the basis of the connection of the rear force transfer beam and the rear floor longitudinal beam, and the transmission of collision force at the rear floor framework to the rear force transfer beam is facilitated. The rear stiffening beam is arranged and is inclined to one side of the vehicle tail, so that the continuity of a force transfer channel formed between the rear force transfer beam and the rear floor longitudinal beam can be increased, the collision force transferred by the rear force transfer beam is transferred and dispersed to the peripheral parts of the rear floor longitudinal beam, and the collision safety of the whole vehicle is improved. The rear floor framework is integrally formed by hot forming, so that the preparation of the rear floor framework can be facilitated, the preparation cost is reduced, and meanwhile, the structural strength of a rear floor longitudinal beam, a rear floor middle cross beam and the like at the rear floor position can be ensured. The rear part of the rear floor longitudinal beam is provided with the crumple section which is crumpled and deformed preferentially during collision, so that crumple guiding function can be achieved during collision, collision energy can be absorbed better, the longitudinal beam instability caused by crumple of the front part of the longitudinal beam can be avoided, and the collision safety of the whole vehicle can be improved.

The crumple section is a crumple groove, and has simple structure and is convenient for design and molding. The arrangement of the width of the crumple groove can ensure the structural strength of the rear floor longitudinal beam on the basis of meeting the crumple performance. The crumple sections are arranged in a plurality of spaced mode, crumple energy absorption effect during collision is guaranteed, and collision safety is improved. The distance between the adjacent crumple sections is gradually increased from the back to the front along the front and back directions of the whole vehicle, so that the gradual energy absorption effect can be realized, the collision energy absorption capacity can be improved, and the excessive compression of the rear floor longitudinal beam in the length direction is avoided, so that the safety of the vehicle is influenced.

Another object of the invention is to propose a vehicle in the body of which a lower body force transmission structure as described above is provided.

The vehicle and the lower vehicle body force transmission structure have the same beneficial effects and are not repeated here.

Drawings

The accompanying drawings, which are included to provide a further understanding of the invention and are incorporated in and constitute a part of this specification, illustrate embodiments of the invention and together with the description serve to explain the invention. In the drawings:

Fig. 1 is a schematic view of a lower vehicle body according to an embodiment of the present invention;

FIG. 2 is a schematic diagram of a portion of the structure of FIG. 1;

FIG. 3 is a schematic view of the bottom view of the structure of FIG. 1;

FIG. 4 is a partial schematic view of the front position of the structure of FIG. 2;

FIG. 5 is a top view of a portion of the structure shown in FIG. 1 in a front position;

fig. 6 is a schematic view illustrating the arrangement of a lower transfer beam and a connecting plate according to an embodiment of the present invention;

fig. 7 is a schematic structural view of a lower transfer beam according to an embodiment of the present invention;

FIG. 8 is a schematic view of an embodiment of a rear reinforcement stringer;

FIG. 9 is a schematic view of an arrangement of a torsion box and a connector according to an embodiment of the present invention;

Fig. 10 is a schematic structural view of a torsion box according to an embodiment of the present invention;

FIG. 11 is a schematic structural view of a connector according to an embodiment of the present invention;

FIG. 12 is a schematic view of a rear transfer beam arrangement according to an embodiment of the present invention;

FIG. 13 is a schematic view of a rear floor stringer according to an embodiment of the present invention;

FIG. 14 is a schematic view of a rear floor frame according to an embodiment of the present invention;

FIG. 15 is a schematic view of the structure of FIG. 14 from another perspective;

FIG. 16 is a schematic view of the rear floor, stringer cover and rear floor front cross member according to an embodiment of the present invention;

FIG. 17 is a schematic view of an arrangement of a rear reinforcement beam according to an embodiment of the present invention;

FIG. 18 is a schematic view of a rear reinforcement beam according to an embodiment of the present invention;

FIG. 19 is a schematic view of the transmission of a frontal impact force of a lower body force transfer structure according to an embodiment of the present invention;

Reference numerals illustrate:

1. Front cabin longitudinal beam, 2, front energy-absorbing box, 3, front anti-collision beam, 4, torsion box, 5, rear floor longitudinal beam, 6, middle channel, 7, rear floor front cross beam, 8, rear force transfer beam, 9, front shock absorber tower, 10, front coaming, 11, front coaming connecting plate, 12, threshold beam, 13, rear anti-collision beam, 14, connecting bracket, 15, supporting cross beam, 16, connecting piece, 17, front reinforcing longitudinal beam seat front mounting cross beam, 18, seat rear mounting cross beam, 19, lower force transfer beam, 20, connecting plate, 21, middle channel reinforcing longitudinal beam, 22, rear floor middle cross beam, 23, rear floor rear cross beam, 24, rear floor panel, 25, rear reinforcing cross beam, 26, rear floor upper cross beam;

100. The rear floor frame comprises a rear floor frame body 401, an outer box body 402, an inner box body 5a, a longitudinal beam cavity body 501, a rear floor longitudinal beam main body 502, a longitudinal beam cover plate 502a, a first longitudinal beam cover plate 502b, a second longitudinal beam cover plate 503, a crumple section 901, a rear reinforcing longitudinal beam 902, a front reinforcing longitudinal beam 903, a front cabin upper cross beam 904, a front cabin lower cross beam 19a, an arc-shaped surface 23a and a cross beam cavity body.

Detailed Description

It should be noted that, without conflict, the embodiments of the present invention and features of the embodiments may be combined with each other.

In the description of the present invention, it should be noted that, if terms indicating an orientation or positional relationship such as "upper", "lower", "inner", "outer", etc. are presented, they are based on the orientation or positional relationship shown in the drawings, only for convenience of describing the present invention and simplifying the description, and do not indicate or imply that the apparatus or element to be referred to must have a specific orientation, be constructed and operated in a specific orientation, and thus should not be construed as limiting the present invention. Furthermore, the terms "first," "second," and the like, if any, are also used for descriptive purposes only and are not to be construed as indicating or implying relative importance.

In addition, in the description of the present invention, unless otherwise specifically defined, the mating components may be connected using conventional connection structures in the art. Moreover, the terms "mounted," "connected," and "connected" are to be construed broadly. For example, the components may be fixedly connected, detachably connected or integrally connected, mechanically connected or electrically connected, directly connected or indirectly connected through an intermediate medium, or communicated with each other. The specific meaning of the above terms in the present invention can be understood by those of ordinary skill in the art in combination with specific cases.

The invention will be described in detail below with reference to the drawings in connection with embodiments.

Example 1

The present embodiment relates to a lower vehicle body force transmission structure, which includes, in an overall structure, longitudinal force transmission passages provided separately on both left and right sides, and each side longitudinal force transmission passage includes a front cabin longitudinal beam 1, a torsion box 4, a middle passage reinforcing longitudinal beam 21, and a rear floor longitudinal beam 5, which are sequentially provided in the front-rear direction of the entire vehicle.

Wherein, the front portion of each side front cabin longitudinal beam 1 is bent to one side outside the vehicle in the left-right direction of the whole vehicle, one side of each side torsion box 4 is connected with the same side threshold beam 12, and the other side of each side torsion box 4 is connected with the same side middle channel reinforcing longitudinal beam 21. A rear floor center cross member 22 is also provided between the rear floor side members 5 on both sides, and the rear ends of the side center tunnel reinforcement side members 21 are connected to the rear floor center cross member 22, and the side center tunnel reinforcement side members 21 are connected to the rear floor side members 5 on the same side through the rear floor center cross member 22.

At this time, the longitudinal force transmission channels formed by the front cabin longitudinal beam 1, the torsion box 4, the middle channel reinforcing longitudinal beam 21 and the rear floor longitudinal beam 5 can be formed in the vehicle body, so that the number of the force transmission channels in the lower vehicle body can be increased on the basis of the force transmission channels of the threshold beams 12 on two sides, the transmission dispersion of the front collision and rear collision forces is facilitated, and the safety of the whole vehicle collision can be improved.

As described above as a whole, specifically, in the present embodiment, the front portions of the front side members 1 on both sides are bent to the vehicle exterior side in the vehicle left-right direction to form the overhanging portion. Like this, through making the front portion of front cabin longeron 1 outwards buckle, can make front cabin longeron 1 and front wheel casing boundary beam etc. participate in little overlapping collision better, can utilize front cabin longeron 1 and front wheel casing boundary beam to the effective transmission of collision force, promote little overlapping collision's security to also help promoting whole car safety quality.

In addition, in a specific implementation, the front cabin longitudinal beam 1 of the present embodiment may include, for example, a longitudinal beam inner plate and a longitudinal beam outer plate that are fastened and connected together, and the two fastened parts together form a longitudinal beam cavity to ensure the structural strength of the front cabin longitudinal beam 1. Simultaneously, longeron inner panel and longeron planking are integrated into one piece also to make the front portion of longeron inner panel and longeron planking all buckle to the outside one side of car, with this shaping overhanging section, realize the setting of buckling of front portion of front cabin longeron 1.

Here, by integrating the inner side member plate and the outer side member plate in the front cabin side member 1, it is possible to secure the stability of the structure of the front cabin side member 1. In addition, it should be noted that, in a specific design, the distance between the bending portion of the front cabin longitudinal beam 1 on each side and the envelope of the wheel package of the front wheels on the same side should be generally set to be greater than 10 mm. Therefore, based on the arrangement of the space between the bending part of the front cabin longitudinal beam 1 and the envelope of the front wheel, interference with the front wheel can be avoided, and the smoothness of the movement of the front wheel is ensured.

In practical design, the distance between the bending portion of the front cabin longitudinal beam 1 on each side and the envelope of the front wheel on the same side may be specifically set to 10mm or 12mm, for example, and it is only necessary to ensure that no interference occurs between the front cabin longitudinal beam 1 and the front wheel.

In this embodiment, as a preferred embodiment, the bending portions of the front side frame members 1 on each side are also connected with the connecting brackets 14, respectively, and the front side frame members 1 on both sides are connected with the front bumper beam assembly specifically through the connecting brackets 14. That is, the front crash boxes 2 on each side are connected to the front cabin rail 1 on the same side via connecting brackets 14.

At this time, based on the outward bending of the front part of the front cabin longitudinal beam 1, the connecting brackets 14 are provided at the bending parts of the front cabin longitudinal beams 1 on both sides, thereby facilitating the connection between the front bumper beam assembly composed of the front energy-absorbing boxes 2 and the front bumper beam 3 on both sides, the front end frame and the like, and the front cabin longitudinal beam 1 via the connecting brackets 14 on both sides, and ensuring the reliability of the connection.

In the specific implementation, the connecting brackets 14 on each side are stamping parts and welded into a box-shaped structure, and meanwhile, each connecting bracket 14 can be arranged into a triangular shape from the top and bottom directions of the whole automobile so as to ensure the structural strength of the connecting bracket and meet the requirement of the connecting strength of each part at the front end of the front cabin. Furthermore, the support cross member 15 can also be connected between the two side connecting brackets 14 in the present embodiment, based on the arrangement of the two side connecting brackets 14, as well as in a preferred embodiment. The cross section of the supporting cross beam 15 can be of an n-type, so that the supporting cross beam has better structural strength, and meanwhile, the two ends of the supporting cross beam 15 and the connecting brackets 14, and the connecting brackets 14 and the front cabin longitudinal beam 1 on the same side can be connected in a welding mode.

It is to be understood that by providing the support cross member 15, it is possible to increase the rigidity of the front portion Y of the vehicle body (the left-right direction of the whole vehicle) and to facilitate the transmission of the collision force between the front cabin stringers 1 on both sides, so that the collision force dispersion transmission effect can be improved.

In this embodiment, as a preferred implementation manner, based on the bending design of the front parts of the front cabin stringers 1 on both sides, and in combination with the illustration in fig. 5, the distance between the front ends of the front cabin stringers 1 on both sides in the left-right direction of the whole vehicle is also greater than the distance between the left and right ends of the front bumper beam 3 in the front bumper beam assembly in the left-right direction of the whole vehicle. At this time, the distance between the two ends of the front anti-collision beam 3 is smaller than the distance between the front ends of the front cabin stringers 1 on both sides, so that the front cabin stringers 1 participate in small overlap collision, and have higher participation degree than the front anti-collision beam 3. Therefore, the front cabin longitudinal beam 1 can be utilized to effectively transmit collision force, so that the safety of small overlap collision is improved, and the safety quality of the whole vehicle is improved.

As further shown in fig. 6 and 7, the present embodiment is provided with a lower transfer beam 19 on each of the two sides of the front cabin rail 1 on the side thereof located in the front cabin. The lower transfer beams 19 on each side are connected to the side of the dash panel 10 facing the vehicle head, and one end of each lower transfer beam 19 is connected to the front cabin longitudinal beam 1 on the same side, and the other end of each lower transfer beam 19 is connected to the center tunnel reinforcing longitudinal beam 21 on the same side.

At this time, by providing the lower transfer beam 19, the rigidity of the bottom portion of the front wall can be increased, and a transfer passage can be also increased between the front cabin longitudinal beam 1 and the middle passage 6, which is advantageous for the transfer and dispersion of the collision force to the middle passage 6. In a specific arrangement, the lower force transfer beams 19 on each side are connected to one side of the dash panel 10 facing the vehicle head, the middle channel reinforcing stringers 21 on both sides are located at the bottom of the middle channel 6 and are respectively arranged on the left and right sides of the middle channel 6, and the middle channel reinforcing stringers 21 are also arranged to extend in the front-rear direction of the vehicle as with the middle channel 6.

In addition, as a preferred embodiment, a cavity is also formed between each side lower rocker 19 and the dash panel 10, and also between the front cabin side members 1 on the same side. In this way, by forming the cavity between the lower force transfer beam 19 and the dash panel 10 and the front cabin longitudinal beam 1, the structural strength of the lower force transfer beam 19 can be improved by utilizing the characteristic of high structural strength of the cavity, and the application effect of the lower force transfer beam is ensured.

On the basis of forming the cavity at the lower transfer beam 19, the width of the end of each side lower transfer beam 19 connected with the front cabin longitudinal beam 1 in this embodiment may be set to be larger than the width of the end of each side lower transfer beam 19 connected with the middle channel reinforcing longitudinal beam 21, and the sides of each side lower transfer beam 19 facing the vehicle head form a rounded arc-shaped surface 19a.

The width of the lower transfer beam 19 is the width of the lower transfer beam 19 along the front-rear direction of the whole vehicle. Moreover, the width of one end of the lower force transfer beam 19 connected with the front cabin longitudinal beam 1 is larger, and a smooth transition molded surface 19a is formed at the front side of the lower force transfer beam, so that the phenomenon that the section of the lower force transfer beam 19 is changed severely to cause unsmooth force transfer of collision force can be avoided, and meanwhile, the stability of the connecting part of the lower force transfer beam 19 and the front cabin longitudinal beam 1 can be increased.

In this embodiment, further, as a preferred embodiment, the lower transfer beams 19 on each side are also specifically connected to the front ends of the channel reinforcing stringers 21 on the same side, and a connecting plate 20 is connected between the front ends of the channel reinforcing stringers 21 on both sides. The connecting plate 20 is made of a plate formed by stamping and is welded with middle channel reinforcing stringers 21 on both sides. The middle channel reinforcing longitudinal beams 21 on the two sides are connected through the connecting plate 20, the rigidity of the front end position of the middle channel 6 can be increased through the connecting effect of the connecting plate 20, and meanwhile, a force transmission channel can be formed between the middle channel reinforcing longitudinal beams 21 on the two sides, so that the transmission of collision force between the left side and the right side of the automobile body is facilitated.

Still from fig. 4, in combination with that shown in fig. 8, front shock towers 9 are respectively connected to each side front nacelle longitudinal beam 1 in the present embodiment, and the side portions of each side front shock tower 9 are provided with rear reinforcing longitudinal beams 901. Wherein, each side rear reinforcing longitudinal beam 901 extends along the height direction of the front shock absorber 9, and the bottom ends of each side rear reinforcing longitudinal beam 901 are all connected on the front cabin longitudinal beam 1 of the same side, and one end of each side lower force transfer beam 19 connected with the front cabin longitudinal beam 1 is also connected with the bottom end of the rear reinforcing longitudinal beam 901.

At this time, through the setting of back reinforcing longeron 901, can promote the structural strength of shock absorber position, be favorable to reducing shock absorber material thickness, realize subtracting heavy. Meanwhile, the lower force transfer beam 19 is also connected with the rear reinforcing longitudinal beam 901, so that the connection strength between the lower force transfer beam 19 and the front cabin longitudinal beam 1 can be further increased, and the rear reinforcing longitudinal beam 901 and the lower force transfer beam 19 are connected to form a through force transfer channel, which is beneficial to the transmission and dispersion of collision force.

Furthermore, based on the arrangement of the two-sided rear reinforcing stringers 901, in the present embodiment, the tips of the two-sided rear reinforcing stringers 901 are also connected together by a front cabin upper cross member 903 provided between the tops of the two-sided front shock absorber towers 9, as a preferred embodiment. In this way, by providing the front cabin upper cross member 903, a lateral (i.e., left and right direction of the whole vehicle) connection can be formed between the front shock towers 9 on both sides, so as to enhance the lateral rigidity of the front portion of the vehicle body.

In particular, the present embodiment may be such that, as a preferred embodiment, the bottom ends of the side rear reinforcement stringers 901 each have an upper lap portion that overlaps the top end surface of the front cabin stringer 1 and a side lap portion that overlaps the side end surface of the front cabin stringer 1 facing the inside of the vehicle, based on the connection of the bottom ends of the side rear reinforcement stringers 901 to the front cabin stringer 1. The upper overlap joint portion and the side overlap joint portion are formed at the bottom end of the rear reinforcing longitudinal beam 901, and the rear reinforcing longitudinal beam 901 is connected with the front cabin longitudinal beam 1 through the upper overlap joint portion and the side overlap joint portion, so that the reliability of connection between the upper overlap joint portion and the side overlap joint portion can be improved, and the longitudinal reinforcing effect of the rear reinforcing longitudinal beam 901 can be improved.

The lower transfer beams 19 on each side are also connected to the side lap portions at the bottom ends of the rear reinforcing stringers 19. In addition, as a preferred embodiment, the rear reinforcing stringers 901 on both sides in the present embodiment may be fastened to the front shock tower 9 and the front cabin stringer 1, and thereby also form a rear stringer cavity with the front shock tower 9 and the front cabin stringer 1. At this time, the formation of the rear side member cavity can utilize the characteristic of large structural strength of the cavity, and the structural strength of the rear reinforcing side member 901 itself can be increased.

The front cabin upper cross member 903 of the present embodiment may specifically be formed of a cross member body with left and right ends connected to the top ends of the rear reinforcing stringers 901 on both sides, and a cross member sealing plate connected between the tops of the front shock absorber towers 9 on both sides, corresponding to the above-described structural arrangement of the rear reinforcing stringers 901 and the formation of the rear stringer cavities. Thus, the cross member main body and the cross member sealing plate are vertically fastened together to form the front nacelle upper cross member 903. And, the cross section of above-mentioned crossbeam main part generally can be "U" type, and can enclose between crossbeam main part and the crossbeam shrouding and construct the entablature cavity, and the both ends of this entablature cavity then link up the setting with between the back longeron cavity in both sides.

It should be noted that, the two ends of the beam sealing plate may be connected to the front shock-absorbing tower 9 by welding, so as to achieve connection between the two ends of the front cabin upper beam 903 and the front shock-absorbing tower 9. Moreover, it will be appreciated that the front cabin upper cross member 903 is formed by a cross member main body and a cross member sealing plate, which is beneficial to the preparation of the front cabin upper cross member 903, and the formation of the upper cross member cavity and the penetration of the upper cross member cavity with the rear side member cavity, and also ensures the connection reliability between the front cabin upper cross member 903 and the rear reinforcing side members 901 on both sides, and the consistency of the force transmission channel formed between the front cabin upper cross member 903 and the rear reinforcing side members 901, which helps to promote the collision force transmission effect.

In addition, during implementation, the rear reinforcing longitudinal beams 901 positioned on two sides are preferably integrally formed with the beam main body in the front cabin upper beam 903, so that the connection strength between the rear reinforcing longitudinal beams 901 and the front cabin upper beam 903 is further improved, the through effect between the upper beam cavity and the rear longitudinal beam cavities on two sides is improved, and the transmission dispersion effect on collision force is better. Of course, as a preferred implementation manner, the joint between the rear reinforcement longitudinal beam 901 and the cross beam main body can adopt a smooth arc transition, so as to avoid abrupt structural changes at the joint, thereby being beneficial to improving the force transmission efficiency.

In the present embodiment, in addition to the provision of the two-sided rear reinforcing stringers 901, as a preferred embodiment, the front reinforcing stringers 902 are also provided on the side portions of the two-sided front shock absorber 9. The side front reinforcement stringers 902 are arranged side by side on the front side of the same-side rear reinforcement stringer 901, and the bottom ends of the two side front reinforcement stringers 902 are connected together by a front cabin lower cross member 904 provided between the two side front cabin stringers 1.

At this time, similarly, by the arrangement of the front reinforcing stringers 902 on each side, the structural strength of the front shock absorber 9 at the position can be improved, which is favorable for reducing the material thickness of the shock absorber and realizing weight reduction. Meanwhile, through the arrangement of the front cabin lower cross beam 904, the front cabin lower cross beam 904 can also form transverse connection (namely left and right directions of the whole vehicle) between the front shock absorption towers 9 on two sides, so that the transverse rigidity of the front part of the vehicle body is improved, and can also be combined with the front cabin upper cross beam 903 to form an annular structure between the front shock absorption towers 9 on two sides, so that the integral rigidity of the front cabin position is improved by utilizing the characteristic of high annular structural strength.

In practice, the front reinforcing stringers 902 of the side portions of the front shock absorber 9 of each side also extend in the height direction of the front shock absorber 9, that is, in the overall vehicle height direction, and thus side by side arrangement between the front reinforcing stringers 902 and the rear reinforcing stringers 901 of each side is achieved. Furthermore, based on the side-by-side arrangement between the front reinforcing side member 902 and the rear reinforcing side member 901 on the same side, as a preferred embodiment, the distance between the front reinforcing side member 902 and the rear reinforcing side member 901 on each side in the present embodiment is also set to be gradually smaller from bottom to top in the overall vehicle height direction.

In this way, by setting the distance between the front reinforcing side member 902 and the rear reinforcing side member 901 to be smaller from bottom to top, it is possible to make the front reinforcing side member 902 and the rear reinforcing side member 901 integrally form a "herringbone" like structure as shown in fig. 8, and thus it is possible to improve the reinforcing effect on the structure of the front shock absorber 9. By contrast, in the present embodiment, by providing the front reinforcing side member 902 and the rear reinforcing side member 901 on the side portion, it is possible to reduce the material thickness of the front shock absorber 9 from 1mm to 0.7mm, and the overall weight reduction can be up to 1.32kg.

In this embodiment, in a specific arrangement, the front cabin lower cross member 904 is also connected between the tops of the front cabin stringers 1 on both sides, and at the same time, the front reinforcing stringers 902 on both sides are fastened to the front shock absorber 9 on the corresponding side, and form a front stringer cavity with the front shock absorber 9. At this time, a girder cavity is formed between the front reinforcing girder 902 and the front shock absorber 9, and the structural strength of the front reinforcing girder 902 itself can be improved by utilizing the characteristic that the cavity has a large structural strength.

In addition, as a preferred embodiment, the cross section of the front cabin lower cross member 904 of the present embodiment is of the "n" type, and thus a lower cross member cavity is formed inside the front cabin lower cross member 904. The bottom of the lower cross beam cavity is open, and the two ends of the lower cross beam cavity are communicated with the front longitudinal beam cavities on the two sides.

In this way, by making the front cabin lower cross member 904 take an "n" type cross section and forming a lower cross member cavity therein that is in communication with the side member cavity, it is possible to increase the structural strength of the front cabin lower cross member 904 itself on the one hand, and to ensure the reliability of the connection of the front cabin lower cross member 904 with the both-side front reinforcing side members 902 and the continuity of the force transmission passage formed therebetween on the other hand, thereby helping to ensure the structural reinforcing effect, as well as the collision force transmitting effect.

It should be noted that, during specific preparation, the front reinforcing longitudinal beam 901, the front cabin lower cross beam 904, the integrally formed cross beam main body, the rear reinforcing longitudinal beams 901 on both sides, the cross beam sealing plates and the like of the embodiment may be formed by stamping, and meanwhile, the connection between the front reinforcing longitudinal beam 901 and the front cabin lower cross beam 904 is realized by welding.

In this embodiment, as shown in fig. 9 to 11, as a preferred embodiment, the torsion box 4 on both sides is in a herringbone shape, and has an outer box 401 and an inner box 402 connected together, each side outer box 401 is connected to the rocker 10 on the same side, each side inner box 402 is connected to the middle channel reinforcing longitudinal beam 21 on the same side, and the two side inner boxes 402 are connected by the connecting member 16. At this time, the torque box 4 is in the shape of a Chinese character 'ji', so that the collision force transmitted from the front cabin longitudinal beam 1 can be uniformly transmitted to the left and right sides, and the torque box 4 has high structural strength and is not easy to deform, so that the application effect of the torque box 4 can be improved.

In this embodiment, each side outer box 401 is connected to the rear end of the front cabin longitudinal beam 1 on the same side, each side inner box 402 is connected to one side of the outer box 401 on the same side, and the outer box 401 and the inner box 402 can be made of sheet metal parts formed by stamping and are connected by welding. In this way, the outer box body 401 is connected with the front cabin longitudinal beam 1, and the inner box body 402 is connected to one side of the outer box body 401, so that the whole design and forming of the torsion box 4 can be facilitated, and meanwhile, the arrangement of the torsion box 4 in a vehicle body is facilitated.

In addition, in this embodiment, the outer case 401 and the inner case 402 on each side are also fastened on the front wall connecting plate 11, and a cavity is formed between the outer case 401 and the inner case 402 and the front wall connecting plate 11. Therefore, by forming a cavity between the inner and outer box bodies and the front wall connecting plate 11, the characteristic of high structural strength of the cavity can be utilized, and the structural strength of the positions of the inner and outer box bodies can be ensured so as to ensure the application effect of the inner and outer box bodies.

It should be noted that the front wall connecting plate 11 is connected between the dash panel 10 and the front floor, and the front portions of the center tunnel 6 and the center tunnel reinforcing stringers 21 on the left and right sides thereof, that is, the front portions are connected to the front wall connecting plate 11 and are connected to the bottom end of the dash panel 10. Moreover, it is understood that, instead of forming the cavity between the front wall connection plate 11 and the outer case 401 and the inner case 402, it is of course also possible to form the cavity between only one of the inner and outer cases and the front wall connection plate 11 in practical implementation.

In this embodiment, as a preferred embodiment, the connector 16 may be, for example, a tubular beam. At this time, the connection piece 16 is made of a tubular beam, which is convenient for its preparation, and at the same time, the connection strength of the connection piece 16 can be ensured. Meanwhile, in the embodiment, in order to facilitate the connection between the two ends of the connecting piece 16 and the inner box 402, the two ends of the connecting piece 16 with the tubular beam structure may be pressed into a flat shape, and may be fixedly connected with the inner box 402 by using bolts.

It should be noted that, instead of using tubular beams, the connector 16 of the present embodiment may also have other conventional beam structures, so long as it can achieve the connection between the inner boxes 402 on both sides and ensure the required connection strength.

As further shown in fig. 12 to 18, in the present embodiment, a rear floor front cross member 7 is connected between the front ends of the two side rear floor stringers 5, and a rear force transmitting beam 8 is provided on the side of each side rear floor stringer 5 close to the vehicle interior.

The front ends of the rear force transfer beams 8 on all sides are connected with the front cross beam 7 of the rear floor, the rear ends of the rear force transfer beams 8 on all sides are connected to the rear floor longitudinal beams 5 on the same side, and the rear force transfer beams 8 on all sides gradually incline to one side of the rear floor longitudinal beams 5 on the same side from front to back along the front and back directions of the whole vehicle, and form a herringbone structure with the rear floor longitudinal beams 5 on the same side. Meanwhile, the connection points between the rear force transfer beams 8 and the rear floor front cross beams 7 on each side are also connected with the middle channel reinforcing longitudinal beams 21 on the same side in the up-down direction of the whole vehicle, namely, the connection points between the rear force transfer beams 8 and the rear floor front cross beams 7 on each side are at least partially overlapped with the projection of the middle channel reinforcing longitudinal beams 21 on the same side in the up-down direction of the whole vehicle.

In detail, the rear floor stringers 5 on both sides, the rear floor front cross member 7 connected between the front ends of the rear floor stringers 5 on both sides, the rear transfer beam 8 on the inner side of each rear floor stringer 5, and other structures at the rear of the vehicle body such as the rear floor panel 24 constitute a rear floor assembly in the vehicle body.

Moreover, in this embodiment, the rear force transfer beam 8 is disposed inside the rear floor longitudinal beam 5, and a herringbone structure is formed between the rear force transfer beam 8 and the rear floor longitudinal beam 5, so that when a rear collision occurs, the collision force is transferred together with the rear floor longitudinal beam 5 through the rear force transfer beam 8, the collision force transfer effect can be improved, and the situation that the front portion of the rear floor longitudinal beam 5 is bent due to the fact that the collision force is fully applied to the rear floor longitudinal beam 5 can be avoided, so that the collision safety of the whole vehicle can be improved.

Further, in addition to adopting a conventional side member structure in the existing vehicle, as a preferred embodiment, the rear floor side members 5 on each side described above are each constituted by a rear floor side member main body 501 in the integrally thermoformed rear floor frame 100, and a side member cover plate 502 attached to the top of the rear floor side member main body 501, and the rear floor center cross member 22 described above is also integrally molded in the rear floor frame 100.

In particular, the rear floor frame 100 may be integrally formed, for example, and the rear floor frame 100 may further include a rear floor center cross member 23 located rearward of the rear floor center cross member 22, in addition to the rear floor rail main bodies 501 provided separately on the left and right sides and the rear floor center cross member 22 connected between the rear floor rail main bodies 501 on both sides.

It can be appreciated that the rear floor frame 100 can be advantageously manufactured by integrally thermoforming the rear floor frame 100, the manufacturing cost can be reduced, and the structural strength of the rear floor frame 100 can be ensured. In addition, the integral thermal forming is a forming process commonly adopted in the existing vehicle body manufacturing, which is generally a process of heating a steel plate to make it uniform austenitized, then feeding the steel plate into a mold with a cooling system therein for press forming, finally, converting austenite into martensite and the like through cooling, completing the forming process, and hardening the prepared vehicle body component through the forming process, thereby greatly improving the strength thereof.

In this embodiment, in particular, in implementation, it may be preferable to use a laser welding thermal forming process, that is, before the thermal stamping forming process, a laser welding technology is used to splice the plates with different materials, plate thicknesses and plating layers, and weld to form a whole plate, and then the whole plate is subjected to thermal stamping forming. The ultra-wide plate and the requirements of different parts on the technological performance can be solved by laser splice welding, and the method has good effects in the aspects of reducing the vehicle body, reducing the cost of the whole vehicle, saving energy, protecting environment and the like.

As a preferred embodiment, in the present embodiment, crush boxes 503 which crush and deform preferentially at the time of a vehicle collision are also formed in the rear portion of each side rear floor rail main body 501. Like this, through set up the section 503 that collapses of preferential crumple deformation when colliding in the rear portion of back floor longeron main part 501, can play the guide effect that collapses when colliding, not only can absorb collision energy better, also can avoid the longeron front portion to collapse earlier and lead to longeron unstability to can promote whole car collision security.

Specifically, in the present embodiment, the crush section 503 may be, for example, a crush can formed in the rear floor side member and provided in the height direction of the rear floor frame 100. Thus, the device has the characteristics of simple structure and convenience in design and molding. However, rather than being crush cans, crush can 503 can be designed as other crush structures, such as crush ribs, to achieve the desired design results as well.

In addition, it should be noted that, in the thermoforming process, by using the arrangement of the cooling system in the mold and controlling the cooling temperature, the present embodiment may also enable the portion where the designed crumple section 503 is located to be transformed from austenite into a martensite, bainite or pearlite structure with lower hardness, while other portions are still transformed into uniform martensite. Thus, a sheet of material can be realized that has different stiffness properties at different locations and can well meet the crush set requirements of crush section 503.

In this embodiment, the rear floor girder body 501 is internally formed with a girder cavity 5a with an open top, and is also formed with a girder cavity 23a with an open top in the rear floor girder 23, so that the structural strength of the rear floor girder 5 and the rear floor girder 23 itself can be improved by utilizing the characteristic of large structural strength of the cavity, and the structural strength of the rear floor skeleton 100 can be improved. The girder cavities 5a on both sides are communicated with the girder cavities 23a, and the top openings of the girder cavities 5a are closed by the girder cover plate 502, so that the inside of the rear floor girder 5 forms a closed cavity structure, while the top openings of the girder cavities 23a can be closed by the rear floor panel 24, so that a closed cavity structure is formed in the rear floor girder 23 as well.

It should be noted that, as a preferred embodiment, the width of the crush cans constituting crush section 503 of the present example in the front-rear direction of the vehicle may be set between 20mm and 50 mm. In particular, the width of the crush can be, for example, 20mm, 25mm, 30mm, 35mm, 40mm, 45mm, 50mm, or the like. The arrangement of the width of the crumple groove can ensure the structural strength of the rear floor longitudinal beam on the basis of meeting the crumple performance.

In this embodiment, the number of crush boxes 503 on each rear side rail body 501 is plural, so that the crush effect during a collision can be further ensured, and the collision safety can be improved. Further, the number of crush zones 503 is plural, and the distance between two adjacent crush zones 503 in the front-rear direction of the vehicle gradually increases from the rear to the front in the front-rear direction of the vehicle. I.e., the smaller the distance between adjacent crush sections 503 at the rear, the greater the distance between adjacent crush sections 503 closer to the front. The structure is arranged, so that the gradual energy absorption effect can be realized, the collision energy absorption capacity can be improved, and the influence on the safety of the vehicle due to excessive compression of the rear floor longitudinal beam in the length direction is avoided.

In this embodiment, a rear shock absorber spring mounting point is usually provided on the rear floor stringer 5, that is, on the rear floor stringer main body 501. At this time, the crumple zone 503 is located specifically rearward of the rear absorber spring mounting point in the overall front-rear direction. By placing crush section 503 behind the rear shock absorber spring mounting point, the impact of a collision on components such as the rear shock absorber spring can be reduced, thereby facilitating increased safety of the vehicle components during a collision.

Further, the present embodiment, as a specific embodiment, the side member cover plate 502 provided on the top of the rear floor side member main body 501 specifically includes a first side member cover plate 502a and a second side member cover plate 502b connected together. The first and second stringer cover plates 502a, 502b are arranged back and forth, the first stringer cover plate 502a is adapted to the structural design of the front section of the rear floor stringer body 501, the second stringer cover plate 502b is adapted to the structural design of the rear section of the rear floor stringer body 501, and simultaneously the first and second stringer cover plates 502a, 502b together with the rear floor stringer body 501 make the stringer cavity 5a closed cavity structure.

By forming the rail cover 502 from the first rail cover 502a and the second rail cover together, the structure of the rear floor rail body 501 in the integrally thermoformed rear floor frame 100 can be better accommodated. Of course, by arranging as above, the closed cavity is formed in the rear floor stringer 5, so that the structural strength of the rear floor stringer 5 can be better improved.

In this embodiment, it is noted that, similar to the rear floor rear cross member 23, the rear floor middle cross member 22 and the rear floor panel 24 may also be enclosed to form a cavity structure, so that the structural strength of the rear floor middle cross member 22 can be ensured, and the transverse rigidity and the force transmission capability of the rear floor middle cross member 22 can be improved. At this time, the rear ends of the side rear power transmission beams 8 are connected with the rear floor center cross beam 22 in the front-rear direction of the whole vehicle, that is, the rear ends of the side rear power transmission beams 8 are at least partially overlapped with the projection of the rear floor center cross beam 22 in the front-rear direction of the whole vehicle. In this way, the reliability of the arrangement of the rear transfer beam 8 can be improved, and the transmission dispersion of the collision force can be facilitated.

In addition, as a preferred embodiment, the present embodiment is provided with rear reinforcement beams 25 located in the rear floor side members 5 on both left and right sides of the rear floor center cross member 22, and the rear reinforcement beams 25 on each side are inclined toward the rear side in the direction of the vehicle in the vehicle left-right direction. At this time, through setting up back stiffening beam 25 to make its slope setting to tail one side, can increase the continuity of the biography power passageway that forms between back biography power roof beam 8 and the back floor longeron 5, do benefit to the collision force transmission dispersion of back biography power roof beam 8 transmission to the peripheral piece of back floor longeron 5, and then help promoting whole car collision security.

In the concrete implementation, the rear reinforcing beams 25 on each side are all stamped sheet metal parts and welded inside the rear floor longitudinal beam 5. Meanwhile, to enhance the installation effect of each rear reinforcement beam 25, as shown in fig. 17 and 18, a cavity may be formed between the rear reinforcement beam 25 and the rear floor longitudinal beam main body 501, so as to increase the structural strength of the rear reinforcement beam 25 and enhance the reinforcement and force transmission performance thereof.

In this embodiment, as a preferred embodiment, a rear floor upper cross member 26 is further connected between the side rail cover plates 502, and both left and right ends of the rear floor upper cross member 26 are also connected to the side rear wheel covers. By arranging the rear floor upper cross beam 26 and connecting the rear wheel covers on two sides, the overall torsional rigidity of the rear part of the vehicle body can be further improved, a collision force transmission channel in the vehicle body can be increased, and the collision force transmission effect can be improved.

In the vehicle body force transmission structure of this embodiment, as shown in fig. 19, under the connection transition between the rear floor middle cross member 22 and the rear force transmission beam 8, a new front-rear penetrating force transmission channel can be formed in the vehicle body on the basis of the front energy absorption box 2, the front cabin longitudinal beam 1, the threshold beam 12 and the rear floor longitudinal beam 5 by the longitudinal force transmission channels formed by the front energy absorption box 2, the front cabin longitudinal beam 1, the torsion box 4, the middle channel reinforcing longitudinal beam 21 and the rear floor longitudinal beam 5, so that the continuity of the front collision and the rear collision force transmission channels can be improved.

In this way, taking the case of a frontal collision of the vehicle as an example, the front impact beam 3 receives a collision with the outer extension of the front cabin longitudinal beam 1, and transmits the collision force inward. At this time, the collision force is transmitted along the front cabin longitudinal beam 1, the threshold beam 12 and the rear floor longitudinal beam 5, and is also transmitted along the force transmission channel formed by the front cabin longitudinal beam 1, the torsion box 4, the lower force transmission beam 19, the middle channel reinforcing longitudinal beam 21, the rear floor middle cross beam, the rear force transmission beam 8 and the rear floor longitudinal beam 5, so that the better transmission and decomposition of the collision force can be realized, the whole car collision safety can be improved, and the whole car quality can be improved.

And when the vehicle collides, the rear anti-collision beam 13 receives the collision, and the collision force of the rear collision is transmitted along the front cabin longitudinal beam 1, the threshold beam 12 and the rear floor longitudinal beam 5, but also along the new force transmission channel formed by the above, so that the better transmission and decomposition of the collision force can be realized, the whole vehicle collision safety can be improved, and the whole vehicle quality can be improved.

Example two

The present embodiment relates to a vehicle in which the lower body force transmitting structure of the first embodiment is provided. The lower vehicle body force transmission structure in the first vehicle arrangement embodiment of the embodiment can form a new longitudinal force transmission channel in the vehicle body, can realize better transmission and decomposition of collision force, is beneficial to improving the collision safety of the whole vehicle, is beneficial to improving the quality of the whole vehicle, and has good practicability.

The foregoing description of the preferred embodiments of the invention is not intended to be limiting, but rather is intended to cover all modifications, equivalents, alternatives, and improvements that fall within the spirit and scope of the invention.

Claims

1. A lower body force transfer structure, characterized by:

the device comprises longitudinal force transmission channels which are respectively arranged at the left side and the right side, wherein each longitudinal force transmission channel at each side comprises a front cabin longitudinal beam (1), a torsion box (4), a middle channel reinforcing longitudinal beam (21) and a rear floor longitudinal beam (5) which are sequentially arranged along the front-rear direction of the whole vehicle;

the front part of each side of the front cabin longitudinal beam (1) is bent towards one side outside the vehicle in the left-right direction of the whole vehicle, one side of each side of the torsion box (4) is connected with a threshold beam (12) on the same side, and the other side of each side of the torsion box (4) is connected with the middle channel reinforcing longitudinal beam (21) on the same side;

a rear floor middle cross beam (22) is arranged between the rear floor longitudinal beams (5) at two sides, the rear ends of the middle channel reinforcing longitudinal beams (21) at two sides are connected to the rear floor middle cross beam (22), and the middle channel reinforcing longitudinal beams (21) at each side are connected with the rear floor longitudinal beams (5) at the same side through the rear floor middle cross beam (22);

the front cabin longitudinal beams (1) at two sides are respectively provided with a lower force transmission beam (19) at one side in the front cabin;

The lower force transfer beams (19) on each side are connected to one side, facing the head of the vehicle, of the front coaming (10), one end of each lower force transfer beam (19) on each side is connected to the front cabin longitudinal beam (1) on the same side, and the other end of each lower force transfer beam (19) on each side is connected to the middle channel reinforcing longitudinal beam (21) on the same side;

Front shock absorption towers (9) are respectively connected to the front cabin longitudinal beams (1) at each side, and rear reinforcement longitudinal beams (901) are arranged at the side parts of the front shock absorption towers (9) at each side;

The rear reinforcing longitudinal beams (901) on each side extend along the height direction of the front shock absorber (9), the bottom ends of the rear reinforcing longitudinal beams (901) on both sides are connected to the front cabin longitudinal beams (1) on the same side, and one end of the lower force transfer beam (19) on each side, which is connected with the front cabin longitudinal beams (1), is connected with the bottom end of the rear reinforcing longitudinal beam (901);

The top ends of the rear reinforcing longitudinal beams (901) on two sides are connected together through a front cabin upper cross beam (903) arranged between the tops of the front shock absorption towers (9) on two sides, the front reinforcing longitudinal beams (902) are arranged on the side parts of the front shock absorption towers (9) on two sides, the front reinforcing longitudinal beams (902) on each side are arranged on the same side by side on the front side of the rear reinforcing longitudinal beams (901), and the bottom ends of the front reinforcing longitudinal beams (902) on two sides are connected together through a front cabin lower cross beam (904) arranged between the front cabin longitudinal beams (1).

2. The underbody force transmitting structure according to claim 1, wherein:

The bending parts of the front cabin longitudinal beams (1) at each side are respectively connected with a connecting bracket (14), and the front cabin longitudinal beams (1) at both sides are connected with a front anti-collision beam assembly through the connecting brackets (14).

3. The underbody force transmitting structure according to claim 2, wherein:

a supporting beam (15) is connected between the connecting brackets (14) at the two sides, and/or,

The distance between the front ends of the front cabin longitudinal beams (1) along the left-right direction of the whole vehicle is larger than the distance between the left ends and the right ends of the front anti-collision beams (3) in the front anti-collision beam assembly along the left-right direction of the whole vehicle.

4. The underbody force transmitting structure according to claim 1, wherein:

The lower force transfer beam (19) at each side is connected with the front ends of the middle channel reinforcing longitudinal beams (21) at the same side, a connecting plate (20) is connected between the front ends of the middle channel reinforcing longitudinal beams (21) at both sides, and/or,

The width of one end of each side, which is connected with the front cabin longitudinal beam (1), of the lower force transfer beam (19) is larger than the width of one end, which is connected with the middle channel reinforcing longitudinal beam (21), of each side, the width is the width of the lower force transfer beam (19) along the front and rear directions of the whole vehicle, and one side, facing the front, of each side, of the lower force transfer beam (19) forms a smooth transition arc-shaped surface (19 a).

5. The underbody force transmitting structure according to claim 1, wherein:

the torsion boxes (4) at two sides are in a herringbone shape and are provided with an outer box body (401) and an inner box body (402) which are connected together;

Each side of the outer box body (401) is connected with the threshold beam (12) on the same side, each side of the inner box body (402) is connected with the middle channel reinforcing longitudinal beam (21) on the same side, and the inner box bodies (402) on the two sides are connected through connecting pieces (16).

6. The underbody force transmitting structure as claimed in claim 5, wherein:

The outer box body (401) and the inner box body (402) at each side are buckled on the front wall connecting plate (11), and a cavity is formed between the outer box body (401) and the inner box body (402) and the front wall connecting plate (11) in a surrounding way, and/or,

The connecting piece (16) adopts a tubular beam.

7. The lower body force transmitting structure according to any one of claims 1 to 6, characterized in that:

A rear floor front cross beam (7) is connected between the front ends of the rear floor longitudinal beams (5) at two sides, a rear force transfer beam (8) is arranged at one side, close to the interior of the vehicle, of each side of the rear floor longitudinal beam (5), the front end of each side of the rear force transfer beam (8) is connected with the rear floor front cross beam (7), and the rear end of each side of the rear force transfer beam (8) is connected to the rear floor longitudinal beam (5);

the rear force transfer beams (8) at each side gradually incline to one side of the rear floor longitudinal beam (5) at the same side from front to back along the front-back direction of the whole vehicle, and form a herringbone structure with the rear floor longitudinal beam (5) at the same side;

the connection points between the rear force transfer beam (8) and the rear floor front cross beam (7) at each side are connected with the middle channel reinforcing longitudinal beam (21) at the same side in the up-down direction of the whole vehicle.

8. The underbody force transmitting structure as claimed in claim 7, wherein:

The rear ends of the rear force transfer beams (8) at each side are connected with the middle cross beam (22) of the rear floor in the front-rear direction of the whole vehicle, and/or,

The left and right sides of back floor middle cross beam (22) all are equipped with and are located back stiffening beam (25) in back floor longeron (5), and on whole car left and right sides, along the direction outside the directional car, each side back stiffening beam (25) all set up to tail one side slope.

9. The underbody force transmitting structure as claimed in claim 7, wherein:

Each side of the rear floor stringer (5) is composed of a rear floor stringer main body (501) in a rear floor skeleton (100) formed by integral thermoforming, and a stringer cover plate (502) connected to the top of the rear floor stringer main body (501);

the rear floor middle cross beam (22) is integrally formed in the rear floor skeleton (100), and the rear parts of the rear floor longitudinal beams (5) on each side are respectively formed with a crumple section (503) which crumple and deform preferentially when a vehicle collides.

10. The underbody force transmitting structure as claimed in claim 9, wherein:

The crush section (503) comprises crush slots arranged along the height direction of the rear floor skeleton (100), the width of the crush slots is 20mm-50mm along the front-rear direction of the whole vehicle, and/or,

The number of the crumple sections (503) is a plurality of the crumple sections which are arranged at intervals along the length direction of the rear floor longitudinal beam (5), the distance between two adjacent crumple sections (503) along the front-rear direction of the whole vehicle gradually increases from the rear to the front along the front-rear direction of the whole vehicle.

11. A vehicle, characterized in that:

A lower body force transmitting structure according to any one of claims 1 to 10 provided in a body of the vehicle.