Underbody force transmission structure and vehicle

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

Technical Field

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

[0002] Currently, vehicle collision safety has become a crucial aspect of research and development for automakers. Existing 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 in existing vehicles, comprised of these beams, still suffers from shortcomings such as a single, discontinuous force transmission channel. These deficiencies 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 force transmission structure for the lower body of the vehicle, which 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 force transmission structure for the lower body 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 middle channel reinforcing longitudinal beam, and a rear floor longitudinal beam arranged sequentially along the front-rear direction of the vehicle.

[0006] The front part of the longitudinal beam of the front engine compartment on each side bends outward in the left-right direction of the whole vehicle. One side of the torsion box on each side is connected to the sill beam on the same side, and the other side of the torsion box on each side is connected to the central channel reinforcing longitudinal beam on the same side.

[0007] A rear floor center crossbeam is provided between the rear floor longitudinal beams on both sides. The rear ends of the center channel reinforcing longitudinal beams on both sides are connected to the rear floor center crossbeam, and the center channel reinforcing longitudinal beams on each side are connected to the rear floor longitudinal beams on the same side through the rear floor center crossbeam.

[0008] Furthermore, each of the bent portions of the front engine compartment longitudinal beams on each side is connected to a connecting bracket, and the front engine compartment longitudinal beams on both sides are connected to the front anti-collision beam assembly through the connecting brackets.

[0009] Furthermore, a supporting crossbeam is connected between the connecting brackets on both sides; and / or,

[0010] 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 in the front bumper beam assembly along the left-right direction of the vehicle.

[0011] 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;

[0012] 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 front engine compartment longitudinal beam on the same side, while the other end of each lower force transmission beam is connected to the central channel reinforcing longitudinal beam on the same side.

[0013] 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,

[0014] The width of the end of each lower force transmission beam connected to the front engine compartment longitudinal beam is greater than the width of the end of each lower force transmission beam connected to the middle channel reinforcing longitudinal beam. The width is the width of the lower force transmission beam along the front-rear direction of the vehicle, and the side of each lower force transmission beam facing the front of the vehicle forms a smoothly transitioning arc shape.

[0015] 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.

[0016] The rear reinforcing longitudinal beams on each side extend along the height direction of the front shock absorber tower, and the bottom ends of the rear reinforcing longitudinal beams on both sides are connected to the front engine compartment longitudinal beam on the same side. The end of the lower force transmission beam on each side that is connected to the front engine compartment longitudinal beam is connected to the bottom end of the rear reinforcing longitudinal beam.

[0017] Furthermore, the tops of the rear reinforcing 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,

[0018] 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.

[0019] Furthermore, both sides of the torque box are in the shape of an "A" and have an outer box and an inner box connected together;

[0020] Each outer box is connected to the threshold beam on the same side, and each inner box is connected to the central channel reinforcing longitudinal beam on the same side. The inner boxes on both sides are connected by connectors.

[0021] Furthermore, the outer box and the inner box on each side are fastened to the front connecting plate, and a cavity is formed between the outer box and the inner box and the front connecting plate; and / or,

[0022] The connector is a tubular beam.

[0023] 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. The front ends of each rear force transmission beam are connected to the rear floor front crossbeam, and the rear ends of each rear force transmission beam are connected to the rear floor longitudinal beam.

[0024] Along the front-to-back direction of the vehicle, the rear force transmission beams on each side gradually tilt toward the rear floor longitudinal beam on the same side, forming a herringbone structure with the rear floor longitudinal beam on the same side.

[0025] The connection points between the rear force transmission beams and the front crossbeams of the rear floor on each side are connected to the central channel reinforcing longitudinal beams on the same side in the vertical direction of the vehicle.

[0026] Furthermore, the rear ends of the rear force transmission beams on each side are connected to the rear floor crossbeam in the longitudinal direction of the vehicle; and / or,

[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 crossbeams in the rear floor are integrally formed in the rear floor frame, and the rear of the longitudinal beams on each side of the rear floor are formed with a crumple section 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 lower vehicle body force transmission structure described in this invention, through the longitudinal force transmission channels formed by the front engine compartment longitudinal beam, torsion box, central channel reinforcing longitudinal beam, and rear floor longitudinal beam, can form a longitudinal force transmission channel in the vehicle body. It can increase the number of force transmission channels in the lower vehicle body on the basis of the force transmission channels on both side sill beams, which is beneficial to the transmission and dispersion of frontal and rear collision forces, and can improve the overall vehicle collision safety. At the same time, by bending the front part of the front engine compartment longitudinal beam outward, the front engine compartment longitudinal beam can better participate in small overlap collisions, and can effectively transmit collision forces by the front engine compartment longitudinal beam, thereby improving the safety of small overlap collisions and contributing to the improvement of overall vehicle quality.

[0034] Furthermore, the connecting brackets facilitate the connection between the front bumper beam assembly 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.

[0035] 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. This also creates a new force-transmitting channel 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. This plate increases the rigidity of the front end of the central tunnel and also forms a force-transmitting channel between the two central tunnel reinforcing longitudinal beams, further aiding in the transfer of collision forces between the left and right sides of the vehicle body.

[0036] Secondly, the end of the lower force transmission beam connected to the forward engine compartment longitudinal beam has a larger width and a smooth transition surface on its front side. This avoids drastic changes in the cross-section of the lower force transmission beam, which could lead to poor force transmission during collisions. It also increases the stability of the connection between the lower force transmission beam and the forward engine compartment longitudinal beam. The addition of a rear reinforcing longitudinal beam improves the structural strength of the damper tower, allowing for a reduction in the thickness of the damper tower material and thus weight reduction. Furthermore, connecting the lower force transmission beam to the rear reinforcing longitudinal beam further increases the connection strength between the two beams and creates a continuous force transmission channel, which is beneficial for the distribution and transmission of collision forces.

[0037] The two rear reinforcing longitudinal beams are connected by the upper crossbeam of the front engine compartment, forming a lateral connection between the two front shock absorber towers, which improves the Y-axis stiffness of the front of the vehicle. The front reinforcing longitudinal beams enhance the structural strength of the shock absorber towers, allowing for further reduction in tower thickness and weight reduction. Simultaneously, the upper crossbeam of the front engine compartment also forms 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. The torsion box's "V" shape allows for a more even distribution of impact forces from the front engine compartment longitudinal beams to both sides, while also ensuring high structural strength and resistance to deformation, thus improving its performance. The two torsion boxes are connected by connectors, which increase the overall lateral stiffness of the vehicle and create a continuous force transmission channel between them, facilitating the transfer of impact forces between the left and right sides of the vehicle.

[0038] Furthermore, a cavity is formed between the inner and outer boxes and the front bulkhead connecting plate. The high structural strength of this cavity ensures the structural strength of the inner and outer boxes, guaranteeing their performance. The connecting parts utilize tubular beams, facilitating fabrication and ensuring connection strength. By incorporating a rear force-transmitting beam inside the rear floor longitudinal beam, forming a herringbone structure with it, the impact force can be transferred together with the rear floor longitudinal beam in a rear-end collision. This improves force transmission and prevents the entire impact force from acting solely on the rear floor longitudinal beam, thus avoiding bending at the front and enhancing overall vehicle collision safety. Simultaneously, the connection point between the rear force-transmitting beam and the front crossbeam of the rear floor connects to the central channel reinforcing longitudinal beam. This adds a new force transmission channel between the central channel reinforcing longitudinal beam and the rear floor longitudinal beam, further enhancing the force transmission between them.

[0039] The connection between the rear load-bearing beam and the rear floor crossbeam enhances the reliability of the connection between the rear load-bearing beam and the rear floor frame, improving the transfer of impact forces from the rear floor frame to the rear load-bearing beam. The rear reinforcing beam, angled towards the rear of the vehicle, increases the continuity of the force transmission channel between the rear load-bearing beam and the rear floor longitudinal beam, facilitating 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 the structural strength of the rear floor longitudinal beam and the rear floor crossbeam. The inclusion of a crumple zone at the rear of the rear floor longitudinal beam, designed for preferential deformation during a collision, guides the crumple zone, better absorbing impact energy and preventing premature crumple at the front of the longitudinal beam, thus improving overall vehicle collision safety.

[0040] 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.

[0041] Another object of the present invention is to provide a vehicle in which the vehicle body is provided with the lower body force transmission structure as described above.

[0042] The vehicle described in this invention has the same beneficial effects as the aforementioned underbody force transmission structure, and will not be repeated here. Attached Figure Description

[0043] The accompanying drawings, which form part of this invention, are used to provide a further understanding of the invention. The illustrative embodiments of the invention and their descriptions are used to explain the invention and do not constitute an undue limitation of the invention. In the drawings:

[0044] Figure 1 This is a schematic diagram of the lower vehicle body structure according to an embodiment of the present invention;

[0045] Figure 2 for Figure 1 A schematic diagram of the middle section structure;

[0046] Figure 3 for Figure 1 A schematic diagram of the structure shown from the bottom view;

[0047] Figure 4 for Figure 2 A partial schematic diagram of the front part of the structure shown;

[0048] Figure 5 for Figure 1 A top view of the front portion of the structure shown in the image;

[0049] 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;

[0050] Figure 7 This is a schematic diagram of the lower force transmission beam according to an embodiment of the present invention;

[0051] Figure 8 This is a schematic diagram illustrating the arrangement of the rear reinforcing longitudinal beam according to an embodiment of the present invention;

[0052] Figure 9 This is a schematic diagram illustrating the arrangement of the torque box and connector according to an embodiment of the present invention;

[0053] Figure 10 This is a schematic diagram of the structure of the torque box according to an embodiment of the present invention;

[0054] Figure 11 This is a schematic diagram of the connector structure according to an embodiment of the present invention;

[0055] Figure 12 This is a schematic diagram of the rear force transmission beam configuration according to an embodiment of the present invention;

[0056] Figure 13 This is a schematic diagram of the structure of the rear floor longitudinal beam according to an embodiment of the present invention;

[0057] Figure 14 This is a schematic diagram of the structure of the rear floor frame according to an embodiment of the present invention;

[0058] Figure 15 for Figure 14 A schematic diagram of the structure shown from another perspective;

[0059] Figure 16 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;

[0060] Figure 17 This is a schematic diagram illustrating the arrangement of the rear reinforcing beam according to an embodiment of the present invention;

[0061] Figure 18 This is a schematic diagram of the structure of the rear-strengthened beam according to an embodiment of the present invention;

[0062] Figure 19 This is a schematic diagram of the frontal collision force transmission of the lower vehicle body force transmission structure according to an embodiment of the present invention;

[0063] Explanation of reference numerals in the attached figures:

[0064] 1. Front nacelle longitudinal beam; 2. Front energy absorption box; 3. Front bumper beam; 4. Torsion box; 5. Rear floor longitudinal beam; 6. Center 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. Connector; 17. Front reinforcing longitudinal beam, seat front mounting crossbeam; 18. Seat rear mounting crossbeam; 19. Lower force transmission beam; 20. Connecting plate; 21. Center tunnel reinforcing longitudinal beam; 22. Rear floor center crossbeam; 23. Rear floor rear crossbeam; 24. Rear floor panel; 25. Rear reinforcing beam; 26. Rear floor crossbeam;

[0065] 100. Rear floor frame; 401. Outer box; 402. Inner box; 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 the front engine compartment; 904. Lower crossbeam of the front engine compartment; 19a. Arc-shaped surface; 23a. Crossbeam cavity. Detailed Implementation

[0066] It should be noted that, unless otherwise specified, the embodiments and features described in the present invention can be combined with each other.

[0067] 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.

[0068] 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.

[0069] The present invention will now be described in detail with reference to the accompanying drawings and embodiments.

[0070] Example 1

[0071] This embodiment relates to a force transmission structure for the lower body of a vehicle. In terms of the overall structure, it includes longitudinal force transmission channels on the left and right sides, and each longitudinal force transmission channel includes a front engine compartment longitudinal beam 1, a torsion box 4, a middle channel reinforcing longitudinal beam 21, and a rear floor longitudinal beam 5 arranged sequentially along the front-rear direction of the vehicle.

[0072] The front part of the longitudinal beam 1 of each front engine compartment bends outward in the left-right direction of the vehicle. One side of each torsion box 4 is connected to the sill beam 12 on the same side, and the other side of each torsion box 4 is connected to the central channel reinforcing longitudinal beam 21 on the same side. In addition, a rear floor central crossbeam 22 is also provided between the longitudinal beams 5 of the rear floor on both sides. 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. At the same time, the central channel reinforcing longitudinal beams 21 on each side are connected to the rear floor longitudinal beams 5 on the same side through the aforementioned central crossbeam 22 of the rear floor.

[0073] At this time, through the longitudinal force transmission channel formed by the front engine compartment longitudinal beam 1, torsion box 4, middle channel reinforcing longitudinal beam 21 and rear floor longitudinal beam 5, this embodiment can form a longitudinal force transmission channel in the vehicle body. Based on the force transmission channels of the side sill beams 12, the number of force transmission channels in the lower body can be increased, which is beneficial to the transmission and dispersion of frontal and rear collision forces, and can improve the safety of the whole vehicle collision.

[0074] 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.

[0075] 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.

[0076] 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.

[0077] 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.

[0078] In this embodiment, as a preferred implementation, the bent portions of the longitudinal beams 1 in the front engine compartment on each side are also connected to connecting brackets 14, and the longitudinal beams 1 in the front engine compartment on both sides are specifically connected to the front bumper beam assembly through the connecting brackets 14. That is, the front energy-absorbing boxes 2 on each side are connected to the longitudinal beams 1 in the front engine compartment on the same side through the connecting brackets 14.

[0079] 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.

[0080] 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.

[0081] 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.

[0082] 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.

[0083] 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.

[0084] 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. Specifically, 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 positioned on the left and right sides of the central channel 6. Like the central channel 6, each central channel reinforcing longitudinal beam 21 extends along the longitudinal direction of the entire vehicle.

[0085] 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.

[0086] 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.

[0087] 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.

[0088] 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.

[0089] 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.

[0090] 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.

[0091] 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 also forms 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.

[0092] 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.

[0093] 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.

[0094] 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.

[0095] 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.

[0096] 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.

[0097] 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.

[0098] 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.

[0099] 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.

[0100] 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.

[0101] 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.

[0102] 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.

[0103] 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.

[0104] 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.

[0105] In this embodiment, continue as follows Figures 9 to 11 As shown in the preferred embodiment, both torsion boxes 4 are in a "V" shape and have an outer box 401 and an inner box 402 connected together. The outer box 401 on each side is connected to the sill beam 10 on the same side, and the inner box 402 on each side is connected to the central channel reinforcing longitudinal beam 21 on the same side. The two inner boxes 402 are connected to each other via a connector 16. In this embodiment, by making the torsion boxes 4 in a "V" shape, the impact force transmitted from the front engine compartment longitudinal beam 1 can be transmitted more evenly to the left and right sides. It also ensures that the torsion boxes 4 have high structural strength, are not easily deformed, and thus improve the application effect of the torsion boxes 4.

[0106] In this embodiment, each outer box 401 is connected to the rear end of the front engine compartment longitudinal beam 1 on the same side, and each inner box 402 is connected to one side of the outer box 401 on the same side. Both the outer box 401 and the inner box 402 can be made of stamped sheet metal parts and connected by welding. In this way, the outer box 401 is connected to the front engine compartment longitudinal beam 1, and the inner box 402 is connected to one side of the outer box 401. This not only facilitates the overall design and forming of the torque box 4, but also facilitates the arrangement of the torque box 4 in the vehicle body.

[0107] Furthermore, in this embodiment, the outer box 401 and inner box 402 on each side are also fastened to the front connecting plate 11, and a cavity is formed between the outer box 401 and the inner box 402 and the front connecting plate 11. Thus, by forming a cavity between the inner and outer boxes and the front connecting plate 11, the high structural strength of the cavity can be utilized to ensure the structural strength of the inner and outer boxes, thereby guaranteeing their application effect.

[0108] It is worth noting that the aforementioned front connecting plate 11 is connected between the front bulkhead 10 and the front floor, and the front of the central channel 6 and the central channel reinforcing longitudinal beams 21 on its left and right sides are also connected to the front connecting plate 11 and connected to the bottom end of the front bulkhead 10. Moreover, it is understandable that, in addition to both the outer box 401 and the inner box 402 forming a cavity with the front connecting plate 11, in specific implementations, it is also possible for only one of the inner or outer boxes to form a cavity with the front connecting plate 11.

[0109] In this embodiment, as a preferred implementation, the connector 16 can be, for example, a tubular beam. Using a tubular beam for the connector 16 facilitates its fabrication and ensures the connection strength of the connector 16. Furthermore, in specific implementations, to facilitate the connection between the two ends of the connector 16 and the inner box 402, the two ends of the tubular beam connector 16 can be flattened and fixed to the inner box 402 using bolts.

[0110] It should be noted that, in addition to using tubular beams, the connector 16 in this embodiment can also use other conventional beam structures, as long as they can achieve the connection between the inner boxes 402 on both sides and ensure the required connection strength.

[0111] Continue as Figures 12 to 18 As shown in this embodiment, 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 closest to the vehicle interior.

[0112] The front end of each rear transmission beam 8 is connected to the front crossbeam 7 of the rear floor, and the rear end of each rear transmission beam 8 is connected to the longitudinal beam 5 of the rear floor on the same side. Along the front-to-rear direction of the vehicle, each rear transmission beam 8 gradually tilts towards the longitudinal beam 5 of the rear floor on the same side, forming a herringbone structure with the longitudinal beam 5 of the rear floor on the same side. At the same time, the connection point between each rear transmission beam 8 and the front crossbeam 7 of the rear floor is also connected to the central channel reinforcing longitudinal beam 21 on the same side in the vertical direction of the vehicle. That is, the connection point between each rear transmission beam 8 and the front crossbeam 7 of the rear floor and the projection of the central channel reinforcing longitudinal beam 21 on the same side in the vertical direction of the vehicle at least partially coincide.

[0113] 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.

[0114] 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.

[0115] 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, and the crossbeam 22 in the rear floor is also integrally formed in the rear floor frame 100.

[0116] In specific implementation, the aforementioned rear floor frame 100 may be integrally thermoformed, and in addition to the rear floor longitudinal beam main bodies 501 disposed on the left and right sides, and the rear floor middle cross beam 22 connected between the rear floor longitudinal beam main bodies 501 on both sides, the rear floor rear cross beam 23 located behind the rear floor middle cross beam 22 is further provided.

[0117] 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.

[0118] 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.

[0119] 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.

[0120] 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.

[0121] 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.

[0122] 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.

[0123] 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.

[0124] 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.

[0125] 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.

[0126] 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.

[0127] 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.

[0128] 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.

[0129] 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.

[0130] 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 17 and Figure 18 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.

[0131] 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.

[0132] The vehicle body force transmission structure in this embodiment, combined with Figure 19 As shown, under the connection and transition between the rear floor crossbeam 22 and the rear force transmission beam 8, through the longitudinal force transmission channel formed by the front energy absorption box 2 on each side, the front engine compartment longitudinal beam 1, the torsion box 4, the central channel reinforcing longitudinal beam 21 and the rear floor longitudinal beam 5, a new front-to-back through force transmission channel can be formed in the vehicle body based on the front energy absorption box 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 frontal and rear collision force transmission channels.

[0133] Thus, taking a frontal collision as an example, the front bumper beam 3 and the extended section of the front engine compartment longitudinal beam 1 receive 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 torsion box 4, the lower force transmission beam 19, the middle channel reinforcing longitudinal beam 21, the rear floor middle crossbeam, the rear force transmission beam 8, 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.

[0134] When a rear-end collision occurs, the rear anti-collision beam 13 absorbs the impact. In addition to being transmitted along the front engine compartment longitudinal beam 1, sill beam 12 and rear floor longitudinal beam 5, the rear impact force can also be transmitted along the new force transmission channel formed above. This can also achieve better transmission and decomposition of the impact force, which helps to improve the overall vehicle collision safety and improve the overall vehicle quality.

[0135] Example 2

[0136] This embodiment relates to a vehicle that incorporates the lower body force transmission structure described in Embodiment 1. By incorporating the lower body force transmission structure of Embodiment 1, this vehicle can form a new longitudinal force transmission channel within the vehicle body, enabling better transmission and decomposition of collision forces. This contributes to improved vehicle collision safety and overall vehicle quality, thus demonstrating significant practicality.

[0137] The above description is only a preferred embodiment of the present invention and is 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 force transmission structure for the undercarriage, characterized in that: It includes longitudinal force transmission channels located on the left and right sides. Each longitudinal force transmission channel includes a front engine compartment longitudinal beam (1), a torsion box (4), a middle channel reinforcing longitudinal beam (21), 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. One side of the torque box (4) on each side is connected to the sill beam (12) on the same side, and the other side of the torque box (4) on each side is connected to the middle channel reinforcing longitudinal beam (21) on the same side. A rear floor middle crossbeam (22) is provided between the rear floor longitudinal beams (5) on both sides. The rear ends of the middle channel reinforcing longitudinal beams (21) on both sides are connected to the rear floor middle crossbeam (22), and the middle channel reinforcing longitudinal beams (21) on each side are connected to the rear floor longitudinal beams (5) on the same side through the rear floor middle crossbeam (22). 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 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 ends of the rear reinforcing longitudinal beams (901) on both sides are 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). The top ends of the rear reinforcing longitudinal beams (901) on both sides are connected together by the upper crossbeam (903) of the front nacelle located between the tops of the front shock absorbers (9) on both sides; the sides of the front shock absorbers (9) on both sides are provided with front reinforcing longitudinal beams (902), and the front reinforcing longitudinal beams (902) on each side are arranged side by side on the front side 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 lower crossbeam (904) of the front nacelle located between the front nacelle longitudinal beams (1) on both sides.

2. The underbody force transmission structure according to claim 1, characterized in that: Each of the bent portions of the front engine compartment longitudinal beams (1) on each side is connected to a connecting bracket (14), and the front engine compartment longitudinal beams (1) on both sides are connected to the front anti-collision beam assembly through the connecting brackets (14).

3. The underbody 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 distance between the front ends of the longitudinal beams (1) of the front engine compartment 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) in the front anti-collision beam assembly along the left and right direction of the whole vehicle.

4. The underbody force transmission structure according to claim 1, wherein: The lower force transmission beams (19) on each side are connected to the front ends of the middle channel reinforcing longitudinal beams (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; and / or, The width of the end of each side of the lower force transmission beam (19) connected to the front engine compartment longitudinal beam (1) is greater than the width of the end of each side of the lower force transmission beam (19) connected to the middle channel reinforcing longitudinal beam (21). The width is the width of the lower force transmission beam (19) in the front-rear direction of the whole vehicle, and a smoothly transitioning arc-shaped surface (19a) is formed on the side of each side of the lower force transmission beam (19) facing the vehicle head.

5. The underbody force transmission structure according to claim 1, wherein: The torsion boxes (4) on both sides are in a "human" shape and have an outer box body (401) and an inner box body (402) connected together; The outer box body (401) on each side is connected to the sill beam (12) on the same side, the inner box body (402) on each side is connected to the middle channel reinforcing longitudinal beam (21) on the same side, and the inner box bodies (402) on both sides are connected by a connecting member (16).

6. The underbody force transmission structure according to claim 5, wherein: The outer box body (401) and the inner box body (402) on each side are both buckled on the front panel connecting plate (11), and cavities are formed between the outer box body (401) and the inner box body (402) and the front panel connecting plate (11); and / or, The connecting member (16) is a tubular beam.

7. The underbody force transmission structure according to any one of claims 1 to 6, wherein: A rear floor front cross beam (7) is connected between the front ends of the rear floor longitudinal beams (5) on both sides, and a rear force transmission beam (8) is provided on the side of each rear floor longitudinal beam (5) close to the vehicle interior. The front end of each rear force transmission beam (8) is connected to the rear floor front cross beam (7), and the rear end of each rear force transmission beam (8) is connected to the rear floor longitudinal beam (5); From front to back in the front-rear direction of the whole vehicle, each rear force transmission beam (8) gradually inclines towards the rear floor longitudinal beam (5) on the same side and forms a "human" shape structure with the rear floor longitudinal beam (5) on the same side; The connection point between each rear force transmission beam (8) and the rear floor front cross beam (7) is arranged in connection with the middle channel reinforcing longitudinal beam (21) on the same side in the up-down direction of the whole vehicle.

8. The underbody force transmission structure according to claim 7, wherein: The rear end of each rear force transmission beam (8) is arranged in connection with the rear floor middle cross beam (22) in the front-rear direction of the whole vehicle; and / or, Rear reinforcing beams (25) are provided on the left and right sides of the rear floor middle cross beam (22) and are located inside the rear floor longitudinal beams (5). In the left-right direction of the whole vehicle, along the direction pointing outwards from the vehicle, each rear reinforcing beam (25) is inclined towards the vehicle tail side.

9. The underbody force transmission structure according to claim 7, wherein: 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 crossbeam (22) of the rear floor is integrally formed in the rear floor frame (100), and the rear part of the longitudinal beam (5) of the rear floor on each side is formed with a crumple section (503) that will preferentially crumple and deform during a vehicle collision.

10. The underbody force transmission structure according to claim 9, 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.

11. A vehicle, characterized in that: The vehicle body is provided with a lower body force transmission structure as described in any one of claims 1 to 10.

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