Body force transmission structure and vehicle

Abstract

This invention provides a vehicle body force transmission structure and a vehicle. The vehicle body force transmission structure includes longitudinal force transmission channels on the left and right sides. Each longitudinal force transmission channel is composed of a front energy-absorbing box, a front engine compartment longitudinal beam, a front floor longitudinal beam, and a rear floor longitudinal beam arranged sequentially along the longitudinal direction of the vehicle. The front part of the front engine compartment longitudinal beam on each side bends outward in the lateral direction of the vehicle. The rear end of the front energy-absorbing box on each side is connected to the bent part of the front engine compartment longitudinal beam on the same side. The front end of the front floor longitudinal beam on each side and the rear end of the front engine compartment longitudinal beam on the same side, as well as the rear end of the front floor longitudinal beam on each side and the front end of the rear floor longitudinal beam on the same side, are all connected in the longitudinal direction of the vehicle. The vehicle body force transmission structure of this invention can improve the continuity of the frontal and rear collision force transmission channels, simplify the vehicle body structure, avoid performance redundancy, and thus significantly improve the overall vehicle quality.

Description

Technical Field

[0001] This invention relates to the technical field, and particularly to a vehicle body force transmission structure. The invention also relates to a vehicle equipped with the aforementioned vehicle body force transmission structure. Background Technology

[0002] With the development of vehicle technology and increasing public awareness of vehicle safety, collision safety has become a crucial aspect of research and development for automakers. Current vehicle body structures typically employ beam structures, such as front engine compartment longitudinal beams, sill beams, and rear floor longitudinal beams, to transmit and disperse collision forces, particularly in frontal and rear-end collisions. However, the force transmission structure currently used in vehicles, comprised of these beams, still suffers from shortcomings such as a single, discontinuous force transmission channel. These shortcomings continue to hinder improvements in vehicle collision safety and are detrimental to overall vehicle quality. Summary of the Invention

[0003] In view of this, the present invention aims to propose a vehicle body force transmission structure that can improve the collision safety of the whole vehicle and help improve the overall quality of the vehicle.

[0004] To achieve the above objectives, the technical solution of the present invention is implemented as follows:

[0005] A vehicle body force transmission structure includes longitudinal force transmission channels located on the left and right sides.

[0006] Each of the longitudinal force transmission channels described on each side consists of a front energy-absorbing box, a front engine compartment longitudinal beam, a front floor longitudinal beam, and a rear floor longitudinal beam arranged sequentially along the front-rear direction of the vehicle.

[0007] The front part of the longitudinal beam of the front engine compartment on each side bends outward in the left-right direction of the vehicle, and the rear end of the front energy-absorbing box on each side is connected to the bent part of the longitudinal beam of the front engine compartment on the same side.

[0008] The front end of the longitudinal beam on each side of the front floor and the rear end of the longitudinal beam on the same side of the front engine compartment, as well as the rear end of the longitudinal beam on each side of the front floor and the front end of the longitudinal beam on the same side of the rear floor, are all connected in the longitudinal direction of the entire vehicle.

[0009] Furthermore, each of the bent portions of the forward engine compartment longitudinal beams on each side is connected to a connecting bracket, and each of the forward energy-absorbing boxes on each side is connected to the forward engine compartment longitudinal beam on the same side through the connecting bracket.

[0010] Furthermore, a supporting crossbeam is connected between the connecting brackets on both sides; and / or,

[0011] The front ends of the energy-absorbing boxes on both sides are connected to the front bumper beam. The distance between the front ends of the longitudinal beams of the front engine compartment on both sides along the left-right direction of the vehicle is greater than the distance between the left and right ends of the front bumper beam along the left-right direction of the vehicle.

[0012] Furthermore, the longitudinal beams of the front engine compartment on both sides are respectively provided with lower force transmission beams on one side inside the front engine compartment;

[0013] The lower force transmission beams on each side are connected to the side of the front bulkhead facing the front of the vehicle, and one end of each lower force transmission beam is connected to the longitudinal beam of the front engine compartment on the same side, while the other end of each lower force transmission beam is connected to the reinforcing longitudinal beam of the central channel on the same side.

[0014] Furthermore, the lower force-transmitting beams on each side are connected to the front end of the central channel reinforcing longitudinal beam on the same side, and a connecting plate is connected between the front ends of the central channel reinforcing longitudinal beams on both sides; and / or,

[0015] The rear ends of the central channel reinforcing longitudinal beams on both sides are connected to the central crossbeam of the rear floor.

[0016] Furthermore, each of the front engine compartment longitudinal beams is connected to a front shock absorber tower, and each of the front shock absorber towers is provided with a rear reinforcing longitudinal beam on its side.

[0017] The rear reinforcing longitudinal beams on each side extend along the height direction of the front shock absorber tower, and the bottom end of each rear reinforcing longitudinal beam is connected to the front engine compartment longitudinal beam on the same side. The end of each lower force transmission beam connected to the front engine compartment longitudinal beam is connected to the bottom end of the rear reinforcing longitudinal beam.

[0018] Furthermore, the tops of the rear reinforcing longitudinal beams on both sides are connected together by a front nacelle upper crossbeam located between the tops of the front shock absorber towers on both sides; and / or,

[0019] Both sides of the front shock absorber towers are provided with front reinforcing longitudinal beams. The front reinforcing longitudinal beams on each side are arranged side by side in front of the rear reinforcing longitudinal beam on the same side, and the bottom ends of the front reinforcing longitudinal beams on both sides are connected together by the front nacelle lower crossbeam located between the front nacelle longitudinal beams on both sides.

[0020] Furthermore, each of the longitudinal beams on the front floor is provided with a front reinforcing beam and a central channel connecting beam on its left and right sides respectively;

[0021] The front reinforcing beam connects the longitudinal beam on the front floor and the A-pillar, and the central channel connecting beam connects the longitudinal beam on the front floor and the central channel.

[0022] Furthermore, the front reinforcing beam is connected to the front end of the longitudinal beam on the front floor, and one end of the front reinforcing beam connected to the longitudinal beam on the front floor is connected to the rear end of the longitudinal beam in the front engine compartment in the longitudinal direction of the vehicle; and / or,

[0023] The front reinforcing beam is connected between the front connecting plate and the front bulkhead. The front bulkhead has a cavity that bulges out toward the front of the vehicle. The cavity is located above the front reinforcing beam, and one end of the cavity extends to the connection position between the front reinforcing beam and the longitudinal beam on the front floor. The other end of the cavity extends obliquely upward to the A-pillar.

[0024] Furthermore, a rear floor front crossbeam is connected between the front ends of the rear floor longitudinal beams on both sides, and a rear force transmission beam is provided on the side of each rear floor longitudinal beam closer to the vehicle interior.

[0025] The front end of each rear force transmission beam is connected to the front crossbeam of the rear floor, and the rear end of each rear force transmission beam is connected to the longitudinal beam of the rear floor on the same side. Along the front-to-back direction of the vehicle, the rear force transmission beams on each side gradually tilt towards the longitudinal beam of the rear floor on the same side, forming a herringbone structure with the longitudinal beam of the rear floor on the same side.

[0026] Furthermore, the rear ends of the rear force transmission beams on each side are connected to the middle crossbeam of the rear floor in the front-rear direction of the vehicle.

[0027] Both sides of the crossbeam in the rear floor are provided with rear reinforcing beams located within the longitudinal beams of the rear floor. In the left-right direction of the entire vehicle, the rear reinforcing beams on each side are inclined towards the rear of the vehicle in the direction pointing outward.

[0028] Furthermore, each of the rear floor longitudinal beams is composed of a rear floor longitudinal beam body in an integrally thermoformed rear floor frame, and a longitudinal beam cover plate connected to the top of the rear floor longitudinal beam body.

[0029] The rear of each of the rear floor longitudinal beams is formed with a crumple zone that preferentially collapses and deforms during a vehicle collision.

[0030] Furthermore, the crumple zone includes a crumple groove disposed along the height direction of the rear floor frame, and the width of the crumple groove is between 20mm and 50mm along the front-rear direction of the vehicle; and / or,

[0031] The collapsible sections are multiple segments arranged at intervals along the length of the rear floor longitudinal beam, extending from rear to front along the front-rear direction of the vehicle, with the distance between two adjacent collapsible sections gradually increasing along the front-rear direction of the vehicle.

[0032] Compared with the prior art, the present invention has the following advantages:

[0033] The vehicle body force transmission structure described in this invention, through the longitudinal force transmission channel formed by the front energy-absorbing box, the front engine compartment longitudinal beam, the front floor longitudinal beam, and the rear floor longitudinal beam, can form a force transmission channel that runs through the front and rear of the vehicle body. This can improve the continuity of the force transmission channels in frontal and rear collisions. Furthermore, the force transmission channels for frontal and rear collisions are shared, so there is no duplication or waste in terms of structural performance. This can simplify the vehicle body structure, avoid performance redundancy, and thus greatly improve the overall quality of the vehicle.

[0034] At the same time, by bending the front of the longitudinal beam outward, the body force transmission structure can also enable the longitudinal beam to participate better in small overlap collisions. It can effectively transfer the collision force by the longitudinal beam, improve safety in small overlap collisions, and further improve the overall quality of the vehicle.

[0035] Furthermore, the connecting brackets facilitate the connection between the front energy-absorbing box and the front engine compartment longitudinal beams, ensuring reliable connection. The supporting crossbeams also create a lateral connection between the two connecting brackets, improving the Y-axis stiffness of the front of the vehicle. This makes the distance between the two ends of the front bumper beam smaller than the distance between the front ends of the two front engine compartment longitudinal beams, allowing the front engine compartment longitudinal beams to participate in small overlap collisions with a higher degree of involvement than the front bumper beam. This effectively transfers collision forces through the front engine compartment longitudinal beams, improving safety in small overlap collisions and enhancing overall vehicle safety.

[0036] By incorporating a lower force-transmitting beam connecting the front engine compartment longitudinal beam and the central tunnel reinforcing longitudinal beam, the connection strength between the two beams is increased, and a new force-transmitting channel is created between them, facilitating the transfer of collision forces and improving overall vehicle safety. The two central tunnel reinforcing longitudinal beams are connected by a connecting plate, which increases the rigidity of the front end of the central tunnel and also forms a force-transmitting channel between the two beams, further aiding in the transfer of collision forces between the left and right sides of the vehicle. The rear end of the central tunnel reinforcing longitudinal beam connects to the rear floor crossbeam, facilitating the transmission of collision forces along the beam and improving the dispersion of collision forces during a collision.

[0037] Secondly, the rear reinforcing longitudinal beams enhance the structural strength of the shock absorber towers, allowing for a reduction in tower material thickness and weight. Simultaneously, the lower force transmission beam connects to the rear reinforcing longitudinal beams, further increasing the connection strength between the lower force transmission beam and the front engine compartment longitudinal beams. This also creates a continuous force transmission channel between the rear reinforcing longitudinal beams and the lower force transmission beam, facilitating the distribution of collision forces. The two rear reinforcing longitudinal beams are connected via the upper crossbeam in the front engine compartment, forming a lateral connection between the two front shock absorber towers and improving the Y-axis stiffness of the front of the vehicle. The front reinforcing longitudinal beams further enhance the structural strength of the shock absorber towers, allowing for a further reduction in tower material thickness and weight. Similarly, the upper crossbeam in the front engine compartment also creates a lateral connection between the two front shock absorber towers, improving the Y-axis stiffness of the front of the vehicle and enhancing collision safety.

[0038] By incorporating front reinforcing beams on both sides of the longitudinal beams on the front floor and connecting beams in the center channel, a tree-like reinforcing structure can be formed at the bottom of the front bulkhead. This increases the structural strength of the toe box area at the bottom of the front bulkhead and expands the force transmission channel at that location. The connection between the front reinforcing beams and the front engine compartment longitudinal beams adds a force transmission channel between the front engine compartment longitudinal beams and the A-pillars, facilitating the transfer and dispersion of collision forces from the front engine compartment longitudinal beams to the A-pillars. The bulging cavity on one side of the front of the vehicle forms a force transmission channel between the A-pillars and the longitudinal beams on the front floor, further increasing the structural strength of the bottom of the front bulkhead and improving the transmission and dispersion of collision forces at this location.

[0039] Furthermore, by installing a rear force-transfer beam inside the rear floor longitudinal beam, forming a herringbone structure between the rear force-transfer beam and the rear floor longitudinal beam, the impact force can be transferred together with the rear floor longitudinal beam in the event of a rear-end collision. This improves the impact force transfer efficiency and prevents the entire impact force from acting on the rear floor longitudinal beam, which could cause the front of the rear floor longitudinal beam to bend, thus enhancing the overall vehicle collision safety. The connection between the rear force-transfer beam and the rear floor center crossbeam, based on the connection with the rear floor longitudinal beam, improves the reliability of the connection between the rear force-transfer beam and the rear floor frame, facilitating the transfer of impact force from the rear floor frame to the rear force-transfer beam.

[0040] By incorporating a rear reinforcing beam and tilting it towards the rear of the vehicle, the continuity of the force transmission channel between the rear load-bearing beam and the rear floor longitudinal beam is increased. This facilitates the distribution of impact forces transmitted by the rear load-bearing beam to the surrounding components of the rear floor longitudinal beam, thus improving overall vehicle collision safety. The integrated thermoforming of the rear floor frame simplifies its fabrication, reduces manufacturing costs, and ensures structural strength in the rear floor area. The inclusion of a crumple zone at the rear of the rear floor longitudinal beam, which preferentially collapses during a collision, guides the collapse, better absorbing impact energy and preventing premature collapse at the front of the longitudinal beam, thus enhancing overall vehicle collision safety.

[0041] The crumple zone is a crumple groove, with a simple structure that is easy to design and mold. The width of the crumple groove is designed to ensure both crumple performance and the structural strength of the rear floor longitudinal beam. Multiple crumple zones arranged at intervals help ensure effective energy absorption during a collision, improving crash safety. The gradually increasing distance between adjacent crumple zones along the vehicle's longitudinal direction (rear to front) achieves a step-by-step energy absorption effect, further enhancing collision energy absorption capacity and preventing excessive compression of the rear floor longitudinal beam along its length, which could compromise vehicle safety.

[0042] Another object of the present invention is to provide a vehicle having a body force transmission structure as described above.

[0043] The vehicle described in this invention has the same beneficial effects as the aforementioned vehicle body force transmission mechanism, and will not be repeated here. Attached Figure Description

[0044] The accompanying drawings, which constitute part of the present invention, are intended to provide a further understanding of the present invention. The exemplary embodiments of the present invention and their descriptions are intended to explain the present invention and do not constitute an undue limitation of the present invention. In the accompanying drawings:

[0045] Figure 1 This is a schematic diagram of the vehicle body force transmission structure as described in an embodiment of the present invention, showing its arrangement in the vehicle body.

[0046] Figure 2 for Figure 1 A schematic diagram of the middle section structure;

[0047] Figure 3 for Figure 1 A schematic diagram of the structure shown from the bottom view;

[0048] Figure 4 for Figure 2 A partial schematic diagram of the front part of the structure shown;

[0049] Figure 5 for Figure 1 A top view of the front portion of the structure shown in the image;

[0050] Figure 6 This is a schematic diagram illustrating the arrangement of the lower force transmission beam and connecting plate according to an embodiment of the present invention;

[0051] Figure 7 This is a schematic diagram of the lower force transmission beam according to an embodiment of the present invention;

[0052] Figure 8 This is a schematic diagram illustrating the arrangement of the rear reinforcing longitudinal beam according to an embodiment of the present invention;

[0053] Figure 9 This is a schematic diagram illustrating the arrangement of the front reinforcing beam and the middle channel connecting beam according to an embodiment of the present invention;

[0054] Figure 10 This is a schematic diagram of the longitudinal beam on the front floor as described in an embodiment of the present invention;

[0055] Figure 11 This is a schematic diagram of the front reinforcing beam as described in an embodiment of the present invention;

[0056] Figure 12 This is a schematic diagram of the structure of the central channel connecting beam according to an embodiment of the present invention;

[0057] Figure 13 This is a schematic diagram of the cavity structure on the front bulkhead according to an embodiment of the present invention;

[0058] Figure 14 This is a schematic diagram of the rear force transmission beam configuration according to an embodiment of the present invention;

[0059] Figure 15 This is a schematic diagram of the structure of the rear floor longitudinal beam according to an embodiment of the present invention;

[0060] Figure 16 This is a schematic diagram of the structure of the rear floor frame according to an embodiment of the present invention;

[0061] Figure 17 for Figure 16 A schematic diagram of the structure shown from another perspective;

[0062] Figure 18 This is a schematic diagram of the structure of the rear floor, longitudinal beam cover plate, and rear floor front crossbeam according to an embodiment of the present invention;

[0063] Figure 19 This is a schematic diagram illustrating the arrangement of the rear reinforcing beam according to an embodiment of the present invention;

[0064] Figure 20 This is a schematic diagram of the structure of the rear-strengthened beam according to an embodiment of the present invention;

[0065] Figure 21 This is a schematic diagram of the collision force transmission structure of the vehicle body according to an embodiment of the present invention;

[0066] Explanation of reference numerals in the attached figures:

[0067] 1. Front nacelle longitudinal beam; 2. Front energy absorption box; 3. Front bumper beam; 4. Front floor longitudinal beam; 5. Rear floor longitudinal beam; 6. Central tunnel; 7. Rear floor front crossbeam; 8. Rear force transmission beam; 9. Front shock absorber tower; 10. Front bulkhead; 11. Front bulkhead connecting plate; 12. Sill beam; 13. Rear bumper beam; 14. Connecting bracket; 15. Support crossbeam; 16. A-pillar; 17. Front reinforcing beam; 18. Central tunnel connecting beam; 19. Lower force transmission beam; 20. Connecting plate; 21. Central tunnel reinforcing longitudinal beam; 22. Rear floor central crossbeam; 23. Rear floor rear crossbeam; 24. Rear floor panel; 25. Rear reinforcing beam; 26. Rear floor crossbeam;

[0068] 100. Rear floor frame; 401. Flanged plate; 5a. Longitudinal beam cavity; 501. Main body of rear floor longitudinal beam; 502. Longitudinal beam cover plate; 502a. First longitudinal beam cover plate; 502b. Second longitudinal beam cover plate; 503. Collapsible section; 901. Rear reinforcing longitudinal beam; 902. Front reinforcing longitudinal beam; 903. Upper crossbeam of front engine compartment; 904. Lower crossbeam of front engine compartment; 10a. Cavity; 19a. Arc-shaped surface; 23a. Crossbeam cavity. Detailed Implementation

[0069] It should be noted that, in the absence of conflict, the embodiments of the present invention and the features in the embodiments may be combined with each other.

[0070] In the description of this invention, it should be noted that the use of terms such as "upper," "lower," "inner," and "outer," indicating orientation or positional relationship, is based on the orientation or positional relationship shown in the accompanying drawings and is only for the convenience of describing the invention and simplifying the description. It does not 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 the invention. Furthermore, the use of terms such as "first" and "second" is also for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0071] Furthermore, in the description of this invention, unless otherwise explicitly specified, the connecting structures between mating components can be conventional in the art. Moreover, the terms "installation," "connection," "joining," and "connector" should be interpreted broadly. For example, they can refer to fixed connections, detachable connections, or integral connections; they can refer to mechanical connections or electrical connections; they can refer to direct connections or indirect connections through an intermediate medium; and they can refer to internal communication between two components. Those skilled in the art can understand the specific meaning of the above terms in this invention in light of the specific circumstances.

[0072] The present invention will be described in detail below with reference to the accompanying drawings and in conjunction with embodiments.

[0073] Example 1

[0074] This embodiment relates to a vehicle body force transmission structure, which, in terms of overall structure, combines... Figures 1 to 4 As shown, the vehicle body force transmission structure includes longitudinal force transmission channels on the left and right sides, and each longitudinal force transmission channel is composed of a front energy absorption box 2, a front engine compartment longitudinal beam 1, a front floor longitudinal beam 4, and a rear floor longitudinal beam 5 arranged sequentially along the front-rear direction of the vehicle.

[0075] Among them, the front part of the longitudinal beam 1 of the front engine compartment on each side bends outward in the left-right direction of the whole vehicle, and the rear end of the front energy absorption box 2 on each side is connected to the bent part of the longitudinal beam 1 of the front engine compartment on the same side. The front end of the longitudinal beam 4 on the front floor on each side and the rear end of the longitudinal beam 1 of the front engine compartment on the same side, as well as the rear end of the longitudinal beam 4 on the front floor on each side and the front end of the longitudinal beam 5 of the rear floor on the same side, are all connected in the front-rear direction of the whole vehicle.

[0076] At this time, through the longitudinal force transmission channel formed by the front energy absorption box 2, the front engine compartment longitudinal beam 1, the front floor longitudinal beam 4 and the rear floor longitudinal beam 5, this embodiment can form a force transmission channel that runs through the front and rear of the vehicle body. This can improve the continuity of the force transmission channels for frontal and rear collisions. Furthermore, since the force transmission channels for frontal and rear collisions are shared, this embodiment also avoids duplication and waste in terms of structural performance, thereby simplifying the vehicle body structure and avoiding performance redundancy.

[0077] Based on the above overview, specifically in this embodiment, the front portions of the longitudinal beams 1 in both front engine compartments are bent outwards in the left-right direction of the vehicle to form extended sections. By bending the front portions of the longitudinal beams 1 outwards, the longitudinal beams 1 and the front wheel arch side beams can better participate in small overlap collisions. This allows for the effective transfer of collision forces through the longitudinal beams 1 and the front wheel arch side beams, improving the safety of small overlap collisions and thus contributing to the overall safety quality of the vehicle.

[0078] Furthermore, in a specific implementation, the front engine compartment longitudinal beam 1 of this embodiment may include, for example, an inner longitudinal beam plate and an outer longitudinal beam plate that are fastened together. The two plates together form a longitudinal beam cavity to ensure the structural strength of the front engine compartment longitudinal beam 1. At the same time, the inner and outer longitudinal beam plates are also integrally formed, and the front parts of both the inner and outer longitudinal beam plates are bent outwards to form an extended section, thus realizing the bending setting of the front part of the front engine compartment longitudinal beam 1.

[0079] Here, the inner and outer plates of the longitudinal beam 1 in the front engine compartment are integrally formed, ensuring the structural stability of the longitudinal beam 1. Furthermore, it is worth noting that, in the specific design, the distance between the bent portion of the longitudinal beam 1 on each side and the wheel well envelope of the front wheel on the same side should generally be set at 10mm or more. This distance setting between the bent portion of the longitudinal beam 1 and the front wheel well envelope avoids interference with the front wheel, ensuring smooth movement of the front wheel.

[0080] In actual design, the distance between the bent part of the front engine compartment longitudinal beam 1 on each side and the wheel cover of the front wheel on the same side can be specifically set to 10mm or 12mm, etc., as long as it is ensured that there is no interference between the front engine compartment longitudinal beam 1 and the front wheel.

[0081] In this embodiment, as a preferred implementation, the bent portions of the longitudinal beams 1 of the front engine compartment on each side are also connected to the connecting brackets 14, and the front energy-absorbing boxes 2 on each side are connected to the longitudinal beams 1 of the front engine compartment on the same side through the connecting brackets 14.

[0082] At this time, based on the outward bending of the front of the front engine compartment longitudinal beam 1, connecting brackets 14 are set at the bending parts of the front engine compartment longitudinal beam 1 on both sides. Thus, through the connecting brackets 14 on both sides, the front energy absorption box 2 on both sides and the front anti-collision beam 3 to form the front anti-collision beam assembly, as well as the front end frame and the front engine compartment longitudinal beam 1 can be easily connected, and the reliability of the connection can be guaranteed.

[0083] In practical implementation, the connecting brackets 14 on each side can be made of stamped parts and welded into a box-shaped structure. Furthermore, viewed from the vertical direction of the vehicle, each connecting bracket 14 can also be triangular to ensure structural strength and meet the connection strength requirements of the components at the front of the engine compartment. In addition, based on the arrangement of the connecting brackets 14 on both sides, as a preferred embodiment, a supporting beam 15 can also be connected between the connecting brackets 14 on both sides. The cross-section of this supporting beam 15 can also be "n"-shaped to provide better structural strength. Simultaneously, the two ends of the supporting beam 15 can be connected to the connecting brackets 14, and each connecting bracket 14 can be connected to the longitudinal beam 1 of the front engine compartment on the same side, all by welding.

[0084] It is understandable that by setting up the support beam 15, the stiffness of the front of the vehicle body in the Y direction (left and right direction) can be increased, and the transmission of collision force between the longitudinal beams 1 of the front engine compartment on both sides can be facilitated, thereby improving the effect of collision force dispersion and transmission.

[0085] In this embodiment, as a preferred implementation, based on the bending design of the front part of the longitudinal beams 1 of the two front engine compartments, and combined with Figure 5 As shown, the distance between the front ends of the two front engine compartment longitudinal beams 1 along the left-right direction of the vehicle is greater than the distance between the left and right ends of the front bumper beam 3 in the front bumper beam assembly along the left-right direction of the vehicle. This makes the distance between the two ends of the front bumper beam 3 smaller than the distance between the front ends of the two front engine compartment longitudinal beams 1. This not only allows the front engine compartment longitudinal beams 1 to participate in small overlap collisions, but also gives them a higher degree of participation compared to the front bumper beam 3. Therefore, the effective transmission of collision force by the front engine compartment longitudinal beams 1 can improve the safety of small overlap collisions and enhance the overall vehicle safety.

[0086] Continue as Figure 6 and Figure 7As shown in the illustration, in this embodiment, lower force transmission beams 19 are respectively provided on the side of the front engine compartment longitudinal beams 1 located inside the front engine compartment. Each lower force transmission beam 19 is connected to the side of the front bulkhead 10 facing the front of the vehicle, and one end of each lower force transmission beam 19 is connected to the front engine compartment longitudinal beam 1 on the same side, while the other end of each lower force transmission beam 19 is connected to the central channel reinforcing longitudinal beam 21 on the same side.

[0087] At this point, the lower force transmission beam 19 increases the rigidity of the bottom of the front bulkhead and adds a force transmission channel between the front engine compartment longitudinal beam 1 and the central channel 6, which is beneficial for the transmission and dispersion of collision forces to the central channel 6. In terms of specific configuration, the lower force transmission beams 19 on each side are connected to the side of the front bulkhead 10 facing the front of the vehicle. The two central channel reinforcing longitudinal beams 21 are located at the bottom of the central channel 6 and are respectively set on the left and right sides of the central channel 6. The central channel reinforcing longitudinal beams 21 also extend along the front-rear direction of the vehicle. The rear ends of the two central channel reinforcing longitudinal beams 21 are connected to the rear floor central crossbeam 22.

[0088] In addition, as a preferred embodiment, cavities are also formed between the lower force transmission beams 19 on each side, the front bulkhead 10, and the longitudinal beam 1 of the forward engine compartment on the same side. In this way, by forming cavities between the lower force transmission beams 19, the front bulkhead 10, and the longitudinal beam 1 of the forward engine compartment, the structural strength of the lower force transmission beams 19 can be improved by utilizing the high structural strength of the cavities, thus ensuring their application effect.

[0089] Based on the cavity formed at the lower force transmission beam 19, as a preferred embodiment, in this embodiment, the width of the end of each lower force transmission beam 19 connected to the front engine compartment longitudinal beam 1 can be set to be greater than the width of the end of each lower force transmission beam 19 connected to the middle channel reinforcing longitudinal beam 21, and each lower force transmission beam 19 on the side facing the front of the vehicle forms a smoothly transitioning arc-shaped surface 19a.

[0090] The width of the lower force transmission beam 19 is the width of the lower force transmission beam 19 along the longitudinal direction of the vehicle. Furthermore, by making the end of the lower force transmission beam 19 connected to the front engine compartment longitudinal beam 1 wider and forming a smooth transition surface 19a on its front side, the drastic change in the cross-section of the lower force transmission beam 19 can be avoided, which would cause poor force transmission in the collision. At the same time, it can also increase the stability of the connection between the lower force transmission beam 19 and the front engine compartment longitudinal beam 1.

[0091] In this embodiment, as a preferred implementation, each side lower force transmission beam 19 is specifically connected to the front end of the same side central channel reinforcing longitudinal beam 21, and a connecting plate 20 is connected between the front ends of the two sides of the central channel reinforcing longitudinal beam 21. The connecting plate 20 is made of stamped sheet metal and is welded to the two sides of the central channel reinforcing longitudinal beam 21. The connection between the two sides of the central channel reinforcing longitudinal beam 21 via the connecting plate 20 increases the rigidity of the front end of the central channel 6 and forms a force transmission channel between the two sides of the central channel reinforcing longitudinal beam 21, which helps in the transmission of collision force between the left and right sides of the vehicle body.

[0092] Still by Figure 4 and combined Figure 8 As shown in the illustration, in this embodiment, each side of the forward engine compartment longitudinal beam 1 is connected to a front shock absorber tower 9, and each side of the front shock absorber tower 9 is provided with a rear reinforcing longitudinal beam 901. The rear reinforcing longitudinal beam 901 extends along the height direction of the front shock absorber tower 9, and the bottom end of each rear reinforcing longitudinal beam 901 is connected to the forward engine compartment longitudinal beam 1 on the same side. The end of each side lower force transmission beam 19 connected to the forward engine compartment longitudinal beam 1 is also connected to the bottom end of the rear reinforcing longitudinal beam 901.

[0093] At this point, the installation of the rear reinforcing longitudinal beam 901 can improve the structural strength of the shock absorber tower location, which is beneficial for reducing the thickness of the shock absorber tower material and achieving weight reduction. At the same time, it connects the lower force transmission beam 19 to the rear reinforcing longitudinal beam 901, which not only further increases the connection strength between the lower force transmission beam 19 and the forward engine compartment longitudinal beam 1, but also allows the rear reinforcing longitudinal beam 901 and the lower force transmission beam 19 to form a continuous force transmission channel, which is beneficial for the transmission and dispersion of collision forces.

[0094] Furthermore, based on the arrangement of the rear reinforcing longitudinal beams 901 on both sides, as a preferred embodiment, in this example, the top ends of the rear reinforcing longitudinal beams 901 on both sides are also connected together by a front engine compartment upper crossbeam 903 located between the tops of the front shock absorber towers 9 on both sides. In this way, the arrangement of the front engine compartment upper crossbeam 903 can also form a lateral (i.e., left-right direction of the whole vehicle) connection between the front shock absorber towers 9 on both sides, thereby improving the lateral stiffness of the front of the vehicle body.

[0095] In specific implementation, based on the connection between the bottom ends of each side rear reinforcing longitudinal beam 901 and the front engine compartment longitudinal beam 1, as a preferred embodiment, this embodiment allows the bottom ends of both side rear reinforcing longitudinal beams 901 to have an upper overlapping portion that overlaps with the top end face of the front engine compartment longitudinal beam 1, and a side overlapping portion that overlaps with the side end face of the front engine compartment longitudinal beam 1 facing the vehicle interior. Both the upper and side overlapping portions can be formed using a flanged structure at the bottom end of the rear reinforcing longitudinal beam 901. Furthermore, the connection between the rear reinforcing longitudinal beam 901 and the front engine compartment longitudinal beam 1 via the upper and side overlapping portions improves the reliability of the connection between the two and enhances the longitudinal reinforcement effect of the rear reinforcing longitudinal beam 901.

[0096] Each side lower force transmission beam 19 is connected to the side overlap portion at the bottom end of the rear reinforcing longitudinal beam 19. Alternatively, as a preferred embodiment, in this example, both rear reinforcing longitudinal beams 901 can be fastened to the front shock absorber tower 9 and the front engine compartment longitudinal beam 1, thereby forming a rear longitudinal beam cavity between them. In this case, the formation of the rear longitudinal beam cavity utilizes the high structural strength of the cavity to increase the structural strength of the rear reinforcing longitudinal beam 901 itself.

[0097] Corresponding to the aforementioned structural arrangement of the rear reinforcing longitudinal beam 901 and the formation of the rear longitudinal beam cavity, the forward engine compartment upper crossbeam 903 of this embodiment can specifically be composed of a crossbeam body connected to the top ends of the left and right rear reinforcing longitudinal beams 901 on both sides, and a crossbeam sealing plate connected between the tops of the front shock absorber towers 9 on both sides. Thus, the aforementioned crossbeam body and crossbeam sealing plate are fastened together to form the forward engine compartment upper crossbeam 903. Furthermore, the cross-section of the aforementioned crossbeam body can generally be U-shaped, and the crossbeam body and crossbeam sealing plate can form an upper crossbeam cavity, the two ends of which are connected to the rear longitudinal beam cavities on both sides.

[0098] It should be noted that the two ends of the aforementioned crossbeam endplate can be connected to the front shock absorber tower 9 by welding to achieve the connection between the two ends of the front engine compartment upper crossbeam 903 and the front shock absorber tower 9. Moreover, it can be understood that the front engine compartment upper crossbeam 903 is composed of a crossbeam body and a crossbeam endplate, which facilitates the fabrication of the front engine compartment upper crossbeam 903. At the same time, the formation of the upper crossbeam cavity, which is connected to the rear longitudinal beam cavity, can also ensure the reliability of the connection between the front engine compartment upper crossbeam 903 and the two rear reinforcing longitudinal beams 901, as well as ensure the continuity of the force transmission channel formed between the front engine compartment upper crossbeam 903 and the rear reinforcing longitudinal beams 901, which helps to improve the collision force transmission effect.

[0099] Furthermore, in specific implementations, the rear reinforcing longitudinal beams 901 located on both sides are preferably integrally formed with the main body of the crossbeam in the upper crossbeam 903 of the front engine compartment. This not only helps to further improve the connection strength between the rear reinforcing longitudinal beams 901 and the upper crossbeam 903 of the front engine compartment, but also helps to improve the connection effect between the upper crossbeam cavity and the cavities of the rear longitudinal beams on both sides, resulting in a better effect on the transmission and dispersion of collision forces. Of course, as a preferred embodiment, the connection between the rear reinforcing longitudinal beams 901 and the main body of the crossbeam can adopt a smooth arc transition to avoid abrupt structural changes at the connection, thereby improving the force transmission efficiency.

[0100] In this embodiment, in addition to the rear reinforcing longitudinal beams 901 on both sides, as a preferred implementation, front reinforcing longitudinal beams 902 are also provided on the sides of the front shock absorber towers 9 on both sides. The front reinforcing longitudinal beams 902 on each side are arranged side by side in front of the rear reinforcing longitudinal beams 901 on the same side, and the bottom ends of the front reinforcing longitudinal beams 902 on both sides are connected together by the lower crossbeam 904 of the front engine compartment located between the front engine compartment longitudinal beams 1 on both sides.

[0101] Similarly, by setting up the front reinforcing longitudinal beams 902 on each side, the structural strength of the front shock absorber tower 9 can be improved, which is beneficial to reducing the thickness of the shock absorber tower material and achieving weight reduction. At the same time, by setting up the lower crossbeam 904 of the front engine compartment, it can also form a lateral (i.e., left-right direction of the whole vehicle) connection between the two front shock absorber towers 9, improving the lateral stiffness of the front of the vehicle body. It can also be combined with the upper crossbeam 903 of the front engine compartment to form a ring structure between the two front shock absorber towers 9. The high strength of the ring structure can be used to improve the overall stiffness of the front engine compartment.

[0102] In specific implementation, the front reinforcing longitudinal beams 902 on the sides of each front shock absorber tower 9 also extend along the height direction of the front shock absorber tower 9, that is, along the height direction of the entire vehicle, thereby achieving a side-by-side arrangement between the front reinforcing longitudinal beams 902 and the rear reinforcing longitudinal beams 901 on each side. Furthermore, based on the side-by-side arrangement of the front reinforcing longitudinal beams 902 and the rear reinforcing longitudinal beams 901 on the same side, as a preferred embodiment, the distance between the front reinforcing longitudinal beams 902 and the rear reinforcing longitudinal beams 901 on each side is also gradually decreasing from bottom to top along the height direction of the entire vehicle in this embodiment.

[0103] Thus, by setting the distance between the front reinforcing longitudinal beam 902 and the rear reinforcing longitudinal beam 901 to gradually decrease from bottom to top, as can be referred to... Figure 8 As shown, the front reinforcing longitudinal beam 902 and the rear reinforcing longitudinal beam 901 form a herringbone-like structure, thereby improving the reinforcement effect on the front damping tower 9 structure. Verification has shown that by setting the front reinforcing longitudinal beam 902 and the rear reinforcing longitudinal beam 901 on the side in this embodiment, the material thickness of the front damping tower 9 can be reduced from 1mm to 0.7mm, resulting in an overall weight reduction of 1.32kg.

[0104] In this embodiment, the lower crossbeam 904 of the front engine compartment is also connected between the tops of the longitudinal beams 1 of the front engine compartment on both sides. At the same time, the front reinforcing longitudinal beams 902 on both sides are fastened to the front shock absorber towers 9 on the corresponding sides, forming a front longitudinal beam cavity with the front shock absorber towers 9. At this time, the longitudinal beam cavity formed between the front reinforcing longitudinal beam 902 and the front shock absorber tower 9 can utilize the high structural strength of the cavity to improve the structural strength of the front reinforcing longitudinal beam 902 itself.

[0105] In addition, as a preferred embodiment, the cross-section of the forward lower beam 904 in this embodiment is "n"-shaped, thereby forming a lower beam cavity inside the forward lower beam 904. The bottom of the lower beam cavity is open, and both ends of the lower beam cavity are also connected through to the front longitudinal beam cavities on both sides.

[0106] Thus, by adopting an "n"-shaped cross section for the lower crossbeam 904 of the forward engine compartment and forming a lower crossbeam cavity that communicates with the longitudinal beam cavity, the structural strength of the lower crossbeam 904 of the forward engine compartment can be increased on the one hand, and the reliability of the connection between the lower crossbeam 904 of the forward engine compartment and the front reinforcing longitudinal beams 902 on both sides can be ensured, as well as the continuity of the force transmission channel formed between them, thereby helping to ensure the structural reinforcement effect and the collision force transmission effect.

[0107] It is worth noting that, in the specific manufacturing process, the front reinforcing longitudinal beam 901, the front engine compartment lower crossbeam 904, the integrally formed crossbeam body and the two rear reinforcing longitudinal beams 901 on both sides, as well as the crossbeam sealing plate, etc., in this embodiment can all be formed by stamping, and the connection between them can also be achieved by welding.

[0108] In this embodiment, continue as follows Figures 9 to 13 As shown, front reinforcing beams 17 and central channel connecting beams 18 are respectively provided on the left and right sides of the longitudinal beams 4 on each front floor. The front reinforcing beams 18 connect the longitudinal beams 4 on the front floor and the A-pillars 16, while the central channel connecting beams 18 connect the longitudinal beams 4 on the front floor and the central channel 6.

[0109] At this time, by setting the front reinforcing beams 17 on both sides of the longitudinal beam 4 on the front floor and the middle channel connecting beam 18, a tree-shaped reinforcing structure can be formed at the bottom of the front enclosure, thereby increasing the structural strength of the foot pit at the bottom of the front enclosure and increasing the force transmission channel at that location.

[0110] Specifically, in this embodiment, the front part of the longitudinal beam 4 on the front floor is connected to the front bulkhead connecting plate 11. At the same time, the aforementioned front reinforcing beam 17 and the central channel connecting beam 18 are also provided on the front bulkhead connecting plate 11. The front bulkhead connecting plate 11 connects the front bulkhead plate 10 and the front floor. In the left-right direction of the vehicle, the central channel 6 is located in the middle of the front bulkhead connecting plate 11 and the front floor. A longitudinal beam 4 on the front floor is provided on each of the left and right sides of the central channel 6.

[0111] In this embodiment, it should be noted that the front end of the longitudinal beam 4 on the front floor is connected to the rear end of the longitudinal beam 1 in the front engine compartment, meaning that their projections in the longitudinal direction of the vehicle at least partially overlap. The footwell, which is the area at the bottom of the front bulkhead used to place the feet of the driver and passengers, is generally referred to as a footwell because it looks like a depression from an overall perspective.

[0112] Furthermore, as a preferred exemplary structure, it remains as follows Figure 9 As shown, the front reinforcing beam 17 is also connected to the front end of the longitudinal beam 4 on the front floor, and the end of the front reinforcing beam 17 connected to the longitudinal beam 4 on the front floor is connected to the rear end of the longitudinal beam 1 in the front-rear direction of the vehicle.

[0113] Here, by connecting the front reinforcing beam 17 to the front engine compartment longitudinal beam 1, a force transmission channel can be added between the front engine compartment longitudinal beam 1 and the A-pillar 16, which helps to transmit and disperse the collision force at the front engine compartment longitudinal beam 1 to the A-pillar 16. Furthermore, the connection between the front reinforcing beam 17 and the front engine compartment longitudinal beam 1 is similar to the connection between the front end of the front floor longitudinal beam 4 and the rear end of the front engine compartment longitudinal beam 1, meaning that the projections of the two in the longitudinal direction of the whole vehicle at least partially overlap.

[0114] In a preferred embodiment, the front reinforcing beam 17 is specifically connected between the front connecting plate 11 and the front bulkhead 10, and a cavity is formed between the front reinforcing beam 17, the front bulkhead 10, and the front connecting plate 11. Therefore, the high structural strength of the cavity can be utilized to ensure the structural reinforcement of the front reinforcing beam 17 and the effective transmission of impact forces.

[0115] In specific configuration, the specific structural form of the aforementioned front reinforcing beam 17 can be set and adjusted according to the structural and layout requirements of the front reinforcing beam 17 itself. For example... Figure 11 As shown, its cross-section can preferably be configured as a "U" shape to facilitate connection with components such as the front bulkhead 10 and the front bulkhead connecting plate 11, while also improving structural strength. It should be noted that... Figure 11 This is only a structural schematic of the left front reinforcing beam 17.

[0116] In addition, still combined Figure 13 As shown, in a preferred embodiment, the front bulkhead 10 of this embodiment is also provided with a cavity 10a that bulges out toward the front of the vehicle. The cavity 10a is located above the front reinforcing beam 17, and one end of the cavity 10a extends to the connection position between the front reinforcing beam 17 and the longitudinal beam 4 on the front floor. The other end of the cavity 10a extends obliquely upward to the A-pillar 16.

[0117] At this time, the cavity 10a protruding to one side of the front of the vehicle forms a force transmission channel between the A-pillar 16 and the longitudinal beam 4 on the front floor, which helps to increase the structural strength of the bottom of the front bulkhead and the transmission and dispersion of the collision force at this position, thereby improving the overall vehicle collision safety.

[0118] In addition, in this embodiment, as a preferred implementation, the central channel connecting beam 18 can be fastened to the front connecting plate 11, and a cavity is formed between the central channel connecting beam 18, the front connecting plate 11, the longitudinal beam 4 on the front floor, and the central channel 6. In this way, the high structural strength of the cavity can be utilized to ensure the structural reinforcement of the central channel front reinforcing beam 18 and the effect of impact force transmission.

[0119] In the specific design, considering the structural strength of the central channel connecting beam 18, such as... Figure 12 As shown, the cross-section of the central channel connecting beam 18 can preferably be set to be triangular, so as to take advantage of the high strength of the triangular structure, improve its own structural strength, and facilitate its cooperation with the front connecting plate 11, the longitudinal beam 4 on the front floor and the central channel 6 to form the cavity mentioned above.

[0120] Meanwhile, considering the force transmission effect between the longitudinal beams 4 and the central channel 6 on each side of the front floor, the number of central channel connecting beams 18 on each side can preferably be set to two arranged sequentially along the front-rear direction of the vehicle. If necessary, the two central channel connecting beams 18 on the same side can be partially overlapped and welded together to form two cavities to ensure smooth force transmission.

[0121] In this embodiment, to improve the connection stability between the longitudinal beam 4 on the front floor and the front connecting plate 11, as a preferred implementation, such as... Figure 10 As shown, at least one side of the longitudinal beam 4 on the left and right sides of each front floor can be provided with a flange 401 connected to the front connecting plate 11. It can be understood that the flange 401 ensures the connection stability between the longitudinal beam 4 on the front floor and the front connecting plate 11, thereby improving the structural strength of the front connecting plate 11. Specifically, flanges 401 are preferably provided on both the left and right sides of the longitudinal beam 4 on the front floor to further ensure the connection stability between the longitudinal beam 4 on the front floor and the front connecting plate 11.

[0122] Continue as Figures 14 to 20 As shown in this embodiment, the front ends of the two rear floor longitudinal beams 5 are connected to the front crossbeam 7 of the rear floor, and a rear force transmission beam 8 is provided on the side of each rear floor longitudinal beam 5 closest to the vehicle interior. The front end of each rear force transmission beam 8 is connected to the front crossbeam 7 of the rear floor, and the rear end of each rear force transmission beam 8 is connected to the rear floor longitudinal beam 5 on the same side. At the same time, along the front-to-rear direction of the vehicle, each rear force transmission beam 8 gradually tilts towards the rear floor longitudinal beam 5 on the same side, forming a herringbone structure with the rear floor longitudinal beam 5 on the same side.

[0123] Specifically, the rear floor longitudinal beams 5 located on both sides, the rear floor front crossbeam 7 connecting the front ends of the rear floor longitudinal beams 5 on both sides, the rear force transmission beams 8 located inside each rear floor longitudinal beam 5, and other structures at the rear of the vehicle body such as the rear floor panel 24 constitute the rear floor assembly in the vehicle body.

[0124] Furthermore, by providing a rear force transmission beam 8 inside the rear floor longitudinal beam 5 and forming a herringbone structure between the rear force transmission beam 8 and the rear floor longitudinal beam 5, the rear force transmission beam 8 and the rear floor longitudinal beam 5 can transmit the collision force together in the event of a rear-end collision. This improves the collision force transmission effect and also prevents the entire collision force from acting on the rear floor longitudinal beam 5, which would cause the front of the rear floor longitudinal beam 5 to bend. This enhances the overall vehicle collision safety.

[0125] In addition to adopting the conventional longitudinal beam structure in existing vehicles, as a preferred embodiment, the rear floor longitudinal beams 5 on each side are all composed of the rear floor longitudinal beam body 501 in the integrally thermoformed rear floor frame 100, and the longitudinal beam cover plate 502 connected to the top of the rear floor longitudinal beam body 501.

[0126] In specific implementation, the aforementioned rear floor frame 100 may be integrally thermoformed, and the rear floor frame 100 has rear floor longitudinal beam bodies 501 disposed on the left and right sides, and a rear floor middle crossbeam 22 and a rear floor rear crossbeam 23 connected between the rear floor longitudinal beam bodies 501 on both sides.

[0127] Understandably, by hot-forming the rear floor frame 100 in one piece, the fabrication of the rear floor frame 100 can be facilitated, manufacturing costs reduced, and the structural strength of the rear floor frame 100 guaranteed. Furthermore, it should be noted that one-piece hot forming is a commonly used forming process in existing vehicle body manufacturing. It typically involves heating a steel sheet to homogenize it into austenite, then stamping it in a mold with an internal cooling system. Finally, cooling transforms the austenite into martensite, completing the forming process. This forming process hardens the manufactured body parts, thereby significantly improving their strength.

[0128] In this embodiment, and particularly in specific implementation, a laser welding thermoforming process is preferably adopted. That is, before the hot stamping process, laser welding technology is used to join plates of different materials, thicknesses, and coatings to form a single integral plate, which is then hot stamped as a whole. Laser welding can solve the problems of ultra-wide plates and the requirements for process performance between different parts, and has a good effect on reducing vehicle body size, reducing overall vehicle cost, and energy conservation and environmental protection.

[0129] In a preferred embodiment, each of the rear floor longitudinal beam bodies 501 also has a crumple zone 503 formed at its rear end, which preferentially collapses and deforms during a vehicle collision. Thus, by providing the crumple zone 503 at the rear end of the rear floor longitudinal beam body 501, it can guide the collapse during a collision, not only better absorbing collision energy but also preventing the front of the longitudinal beam from collapsing first and causing instability, thereby improving the overall vehicle collision safety.

[0130] Specifically, in this embodiment, the aforementioned collapsible segment 503 can be, for example, a collapsible groove formed on the rear floor longitudinal beam along the height direction of the rear floor frame 100. This provides a simple structure that is easy to design and form. However, besides a collapsible groove, the collapsible segment 503 can also be designed as a collapsible rib or other collapsible structures to achieve the same desired design effect.

[0131] Furthermore, it is worth noting that during the thermoforming process, by utilizing the arrangement of the cooling system within the mold and controlling the cooling temperature, this embodiment can also transform the austenite in the designed shrinkage section 503 into a lower-hardness structure such as martensite, bainite, or pearlite, while other parts remain transformed into uniform martensite. In this way, a single sheet can achieve different hardness properties in different areas, effectively meeting the shrinkage setting requirements of the shrinkage section 503.

[0132] In this embodiment, a longitudinal beam cavity 5a with an open top is formed inside the main body 501 of the rear floor longitudinal beam, and a transverse beam cavity 23a with an open top is also formed inside the rear floor transverse beam 23. This utilizes the high structural strength of the cavities to improve the structural strength of the rear floor longitudinal beam 5 and the rear floor transverse beam 23, and also helps to improve the structural strength of the rear floor frame 100. The longitudinal beam cavities 5a and transverse beam cavities 23a are interconnected, and the open top of the longitudinal beam cavities 5a is closed by the longitudinal beam cover plate 502, thus forming a closed cavity structure inside the rear floor longitudinal beam 5. The open top of the transverse beam cavities 23a can be closed by the rear floor panel 24, similarly forming a closed cavity structure within the rear floor transverse beam 23.

[0133] It is worth noting that, as a preferred embodiment, the width of the crumple groove constituting the crumple section 503 in this embodiment along the longitudinal direction of the vehicle can be set between 20mm and 50mm. In specific implementations, the width value of the crumple groove can be set to, for example, 20mm, 25mm, 30mm, 35mm, 40mm, 45mm, or 50mm. This setting of the crumple groove width can ensure the structural strength of the rear floor longitudinal beam while meeting the crumple performance requirements.

[0134] As a further preferred embodiment, in this example, each rear floor longitudinal beam body 501 has multiple crumple zones 503. This further ensures the crumple energy absorption effect during a collision, improving collision safety. Furthermore, because there are multiple crumple zones 503, the distance between adjacent crumple zones 503 gradually increases from rear to front along the vehicle's longitudinal direction. That is, the distance between adjacent crumple zones 503 located at the rear is smaller, and the distance between adjacent crumple zones 503 increases as they approach the front. This structural arrangement achieves a progressive energy absorption effect, helping to improve collision energy absorption capacity and preventing excessive compression of the rear floor longitudinal beams along their length, which could affect vehicle safety.

[0135] In this embodiment, it should be noted that a rear shock absorber spring mounting point is typically also provided on the rear floor longitudinal beam 5, that is, on the main body 501 of the rear floor longitudinal beam. In this case, along the longitudinal direction of the vehicle, the aforementioned crumple zone 503 is specifically located behind the rear shock absorber spring mounting point. By placing the crumple zone 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 increasing the safety of vehicle components during a collision.

[0136] Furthermore, as a specific implementation, the longitudinal beam cover plate 502 installed on top of the rear floor longitudinal beam body 501 specifically includes a first longitudinal beam cover plate 502a and a second longitudinal beam cover plate 502b connected together. The first longitudinal beam cover plate 502a and the second longitudinal beam cover plate 502b are arranged front and rear. The first longitudinal beam cover plate 502a is adapted to the structural design of the front section of the rear floor longitudinal beam body 501, and the second longitudinal beam cover plate 502b is adapted to the structural design of the rear section of the rear floor longitudinal beam body 501. At the same time, the first longitudinal beam cover plate 502a and the second longitudinal beam cover plate 502b together with the rear floor longitudinal beam body 501 make the longitudinal beam cavity 5a a closed cavity structure.

[0137] By using the first longitudinal beam cover plate 502a and the second longitudinal beam cover plate together to form the longitudinal beam cover plate 502, the structure of the rear floor longitudinal beam body 501 in the integrally thermoformed rear floor frame 100 can be better adapted. Of course, by setting it up as described above, a closed cavity is formed inside the rear floor longitudinal beam 5, which can better improve the structural strength of the rear floor longitudinal beam 5.

[0138] In this embodiment, it is worth noting that, similar to the rear floor crossbeam 23, a cavity structure can also be formed between the rear floor middle crossbeam 22 and the rear floor panel 24. This ensures the structural strength of the rear floor middle crossbeam 22 and improves its lateral stiffness and force transmission capacity. In this case, the rear ends of each side rear force transmission beam 8 are connected to the rear floor middle crossbeam 22 in the vehicle's longitudinal direction, meaning that the projections of the rear ends of each side rear force transmission beam 8 and the rear floor middle crossbeam 22 in the vehicle's longitudinal direction at least partially overlap. This improves the reliability of the rear force transmission beams 8 and helps to distribute and transmit collision forces.

[0139] In addition, as a preferred embodiment, this embodiment provides rear reinforcing beams 25 located within the rear floor longitudinal beams 5 on both the left and right sides of the rear floor crossbeam 22. Furthermore, in the left-right direction of the vehicle, each rear reinforcing beam 25 is inclined towards the rear of the vehicle. By providing the rear reinforcing beams 25 and inclining them towards the rear of the vehicle, the continuity of the force transmission channel formed between the rear force transmission beam 8 and the rear floor longitudinal beam 5 is increased. This facilitates the transmission and dispersion of the collision force transmitted by the rear force transmission beam 8 to the surrounding components of the rear floor longitudinal beam 5, thereby contributing to improved vehicle collision safety.

[0140] In practice, the rear reinforcing beams 25 on each side are all made of stamped sheet metal and welded inside the rear floor longitudinal beam 5. Meanwhile, to improve the effect of the rear reinforcing beams 25, such as... Figure 20 As shown, a cavity can also be formed between the rear reinforcing beam 25 and the main body 501 of the rear floor longitudinal beam to increase the structural strength of the rear reinforcing beam 25 and improve its reinforcement and force transmission performance.

[0141] In this embodiment, as a preferred implementation, a rear floor crossbeam 26 is also connected between the two longitudinal beam cover plates 502, and the left and right ends of the rear floor crossbeam 26 are also connected to the two rear wheel arches. By setting the rear floor crossbeam 26 and connecting it to the two rear wheel arches, it is beneficial to further improve the overall torsional rigidity of the rear of the vehicle body, and to increase the collision force transmission channels in the vehicle body, which is beneficial to improving the collision force transmission effect.

[0142] The vehicle body force transmission structure in this embodiment, combined with Figure 21 As shown, through the longitudinal force transmission channels formed by the front energy-absorbing boxes 2 on each side, the front engine compartment longitudinal beam 1, the front floor longitudinal beam 4 and the rear floor longitudinal beam 5, a new front-to-back force transmission channel can be formed in the vehicle body based on the front energy-absorbing boxes 2, the front engine compartment longitudinal beam 1, the sill beam 12 and the rear floor longitudinal beam 5, which can improve the continuity of the force transmission channels in frontal and rear collisions.

[0143] In the event of a frontal or rear-end collision, the front bumper beam 3, the extended section of the front engine compartment longitudinal beam 1, and the rear bumper beam 13 absorb the impact and transmit the collision force inward. At this time, the collision force is transmitted not only along the front engine compartment longitudinal beam 1, the sill beam 12, and the rear floor longitudinal beam 5, but also along the force transmission channel formed by the front engine compartment longitudinal beam 1, the front floor longitudinal beam 4, and the rear floor longitudinal beam 5. This enables better transmission and decomposition of the collision force, which helps to improve the overall vehicle collision safety and enhance the overall vehicle quality.

[0144] Example 2

[0145] This embodiment relates to a vehicle equipped with the body force transmission structure described in Embodiment 1. The vehicle in this embodiment, by incorporating the body force transmission structure of Embodiment 1, can form a new front-to-rear continuous force transmission channel within the vehicle body. This improves the continuity of the force transmission channels in both frontal and rear-impact collisions, contributing to enhanced vehicle collision safety and overall vehicle quality, thus demonstrating significant practicality.

[0146] The above are merely preferred embodiments of the present invention and are not intended to limit the present invention. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. A vehicle body force transmission structure, characterized in that: Including longitudinal force transmission channels located on the left and right sides; Each of the longitudinal force transmission channels is composed of a front energy-absorbing box (2), a front engine compartment longitudinal beam (1), a front floor longitudinal beam (4), and a rear floor longitudinal beam (5) arranged sequentially along the front-rear direction of the vehicle. The front part of the front engine compartment longitudinal beam (1) on each side bends outward in the left-right direction of the whole vehicle, and the rear end of the front energy absorption box (2) on each side is connected to the bent part of the front engine compartment longitudinal beam (1) on the same side. The front end of the longitudinal beam (4) on each side of the front floor and the rear end of the longitudinal beam (1) on the same side of the front engine compartment, as well as the rear end of the longitudinal beam (4) on each side of the front floor and the front end of the longitudinal beam (5) on the same side of the rear floor, are connected in the front-rear direction of the whole vehicle. The longitudinal beams (1) of the front engine compartment on both sides are respectively provided with a lower force transmission beam (19) on one side of the front engine compartment. The lower force transmission beams (19) on each side are connected to the front bulkhead (10) facing the front of the vehicle, and one end of the lower force transmission beams (19) on each side is connected to the front engine compartment longitudinal beam (1) on the same side, and the other end of the lower force transmission beams (19) on each side is connected to the middle channel reinforcing longitudinal beam (21) on the same side. Each side of the lower force transmission beam (19) is connected to the front end of the middle channel reinforcing longitudinal beam (21) on the same side, and a connecting plate (20) is connected between the front ends of the middle channel reinforcing longitudinal beams (21) on both sides. Each of the aforementioned front floor longitudinal beams (4) is provided with a front reinforcing beam (17) and a central channel connecting beam (18) on its left and right sides respectively. The front reinforcing beam (17) is connected between the longitudinal beam (4) on the front floor and the A-column (16), and the middle channel connecting beam (18) is connected between the longitudinal beam (4) on the front floor and the middle channel (6).

2. The vehicle body force transmission structure according to claim 1, characterized in that: Each side of the forward engine compartment longitudinal beam (1) is connected to a connecting bracket (14) at the bent part, and each side of the forward energy absorption box (2) is connected to the forward engine compartment longitudinal beam (1) on the same side through the connecting bracket (14).

3. The vehicle body force transmission structure according to claim 2, characterized in that: A supporting beam (15) is connected between the connecting brackets (14) on both sides; and / or, The front ends of the front energy-absorbing boxes (2) on both sides are connected to the front anti-collision beam (3). The distance between the front ends of the front engine compartment longitudinal beams (1) on both sides along the left and right direction of the whole vehicle is greater than the distance between the left and right ends of the front anti-collision beam (3) along the left and right direction of the whole vehicle.

4. The vehicle body force transmission structure according to claim 1, characterized in that: The rear ends of the central channel reinforcing longitudinal beams (21) on both sides are connected to the central crossbeam (22) of the rear floor.

5. The vehicle body force transmission structure according to claim 1, characterized in that: Each of the front engine room longitudinal beams (1) is connected to a front shock absorber tower (9), and each of the front shock absorber towers (9) is provided with a rear reinforcing longitudinal beam (901) on its side. The rear reinforcing longitudinal beams (901) on each side extend along the height direction of the front shock absorber tower (9), and the bottom end of the rear reinforcing longitudinal beams (901) on each side is connected to the front engine room longitudinal beam (1) on the same side. The end of the lower force transmission beam (19) on each side connected to the front engine room longitudinal beam (1) is connected to the bottom end of the rear reinforcing longitudinal beam (901).

6. The vehicle body force transmission structure according to claim 5, characterized in that: The top ends of the rear reinforcing longitudinal beams (901) on both sides are connected together by a front nacelle upper crossbeam (903) located between the tops of the front shock absorber towers (9) on both sides; and / or, Both sides of the front shock absorber tower (9) are provided with front reinforcing longitudinal beams (902). The front reinforcing longitudinal beams (902) on each side are arranged side by side in front of the rear reinforcing longitudinal beam (901) on the same side, and the bottom ends of the front reinforcing longitudinal beams (902) on both sides are connected together by the front nacelle lower crossbeam (904) located between the front nacelle longitudinal beams (1) on both sides.

7. The vehicle body force transmission structure according to claim 1, characterized in that: The front reinforcing beam (17) is connected to the front end of the longitudinal beam (4) on the front floor, and one end of the front reinforcing beam (17) connected to the longitudinal beam (4) on the front floor is connected to the rear end of the longitudinal beam (1) in the longitudinal direction of the front engine compartment; and / or, The front reinforcing beam (17) is connected between the front connecting plate (11) and the front bulkhead (10). The front bulkhead (10) has a cavity (10a) that bulges out toward the front of the vehicle. The cavity (10a) is located above the front reinforcing beam (17), and one end of the cavity (10a) extends to the connection position between the front reinforcing beam (17) and the longitudinal beam (4) on the front floor. The other end of the cavity (10a) extends obliquely upward to the A-pillar (16).

8. The vehicle body force transmission structure according to any one of claims 1 to 7, characterized in that: The front ends of the rear floor longitudinal beams (5) on both sides are connected by a rear floor front crossbeam (7), and a rear force transmission beam (8) is provided on the side of each rear floor longitudinal beam (5) near the vehicle interior. The front end of each rear force transmission beam (8) is connected to the front crossbeam (7) of the rear floor, and the rear end of each rear force transmission beam (8) is connected to the longitudinal beam (5) of the rear floor on the same side. Along the front-to-back direction of the whole vehicle, each rear force transmission beam (8) gradually tilts towards the longitudinal beam (5) of the rear floor on the same side and forms a herringbone structure with the longitudinal beam (5) of the rear floor on the same side.

9. The vehicle body force transmission structure according to claim 8, characterized in that: The rear end of the rear force transmission beam (8) on each side is connected to the middle cross beam (22) of the rear floor in the front-rear direction of the whole vehicle; The rear floor crossbeam (22) is provided with rear reinforcing beams (25) on both the left and right sides, which are located in the rear floor longitudinal beam (5). In the left and right direction of the whole vehicle, the rear reinforcing beams (25) on each side are inclined towards the rear of the vehicle in the direction pointing outward.

10. The vehicle body force transmission structure according to claim 8, characterized in that: Each of the rear floor longitudinal beams (5) is composed of a rear floor longitudinal beam body (501) in an integrally thermoformed rear floor frame (100) and a longitudinal beam cover plate (502) connected to the top of the rear floor longitudinal beam body (501). The rear of each of the rear floor longitudinal beams (5) is formed with a crumple section (503) that will preferentially crumple and deform during a vehicle collision.

11. The vehicle body force transmission structure according to claim 10, characterized in that: The crumple section (503) includes a crumple groove disposed along the height direction of the rear floor frame (100), and the width of the crumple groove is between 20mm and 50mm along the front-rear direction of the vehicle; and / or, The collapsible segments (503) are multiple segments arranged at intervals along the length of the rear floor longitudinal beam (5), extending from back to front along the front-rear direction of the vehicle, with the distance between two adjacent collapsible segments (503) gradually increasing along the front-rear direction of the vehicle.

12. A vehicle, characterized in that: The vehicle is provided with a body force transmission structure as described in any one of claims 1 to 11.

Images