Engine room and front floor force transmission structure and vehicle

Abstract

The invention provides a cabin and front floor force transmission structure and a vehicle. The engine room and front floor force transmission structure comprises two side force transmission paths arranged in parallel, and each side force transmission path comprises a front longitudinal beam assembly, a front longitudinal beam rear body assembly, a threshold assembly, a floor longitudinal beam assembly and a middle channel. The front longitudinal beam rear body assembly comprises a front connecting part and three rear connecting parts, and the front connecting part is connected with the front longitudinal beam assembly. The three rear connecting parts comprise the first rear connecting part, the second rear connecting part and the third rear connecting part, and the first rear connecting part, the second rear connecting part and the third rear connecting part are connected with the doorsill assembly, the floor longitudinal beam assembly and the middle channel respectively. Loads can be effectively dispersed through the side force transmission paths arranged in parallel, and the dynamic stiffness is improved. Meanwhile, the connecting structures between the front longitudinal beam rear body assembly and the doorsill, the floor longitudinal beam and the middle channel are simple.

Description

Technical Field

[0001] The present application relates to the field of vehicles, and in particular to a cabin and front floor force transmission structure and a vehicle. Background Art

[0002] As people's living standards improve, consumers have higher and higher requirements for automobile quality. Structural durability, NVH (Noise, Vibration, Harshness) and collision safety have become key factors in measuring the quality of automobile bodies. The engine compartment and front floor force transmission structure are the most important components of the body. Its efficient and excellent structure can not only provide high rigidity, thereby improving durability, NVH, VD, and collision safety performance, but also improve the body's bending and torsional rigidity, modal, NTF / VTF, etc.

[0003] At present, there are three major problems in the design of the force transmission structure between the engine room and the front floor of the car: First, this part is the first barrier between the tire and the cab, and the weak skeleton structure cannot effectively isolate the transmission of tire excitation vibration noise into the cab; Second, the positive force transmitted by the front longitudinal beam forms two longitudinal force transmission channels through the rear body assembly of the front longitudinal beam and the threshold beam and the middle cross beam of the front floor. The third path is not connected to the longitudinal beam, there is no stable force transmission channel, and the force transmission path connection is not stable and smooth, which affects the torsional performance of the whole vehicle. Third, in order to meet the dynamic stiffness of the subframe, the design of the joint of the engine room and the front floor force transmission structure is complex, with a large number of parts, high cost, and poor effect.

[0004] Therefore, it is necessary to provide an improved cabin and front floor force transmission structure and vehicle to solve the above problems. Summary of the invention

[0005] The present application provides a cabin and front floor force transmission structure and a vehicle with a simple structure and an efficient force transmission path.

[0006] An embodiment of the present application provides a cabin and front floor force transmission structure, including two side force transmission paths arranged in parallel, the side force transmission paths including a front longitudinal beam assembly, a front longitudinal beam rear body assembly, a door sill assembly, a floor longitudinal beam assembly and a middle channel; the front longitudinal beam rear body assembly includes a front connecting portion and three rear connecting portions, the front connecting portion is connected to the front longitudinal beam assembly; the three rear connecting portions include a first rear connecting portion, a second rear connecting portion and a third rear connecting portion, the first rear connecting portion, the second rear connecting portion and the third rear connecting portion are respectively connected to the door sill assembly, the floor longitudinal beam assembly and the middle channel.

[0007] Furthermore, the front connecting portion and the first rear connecting portion, the second rear connecting portion and the third rear connecting portion respectively form a first force transmission path, a second force transmission path and a third force transmission path, the front longitudinal beam rear body assembly forms a cavity, and a first welding flange and a second welding flange are provided on both sides of the cavity; the first force transmission path and the third force transmission path are formed by the first welding flange and the second welding flange.

[0008] Further, the first rear connecting part, the second rear connecting part and the third rear connecting part are arranged in parallel at the rear edge of the cavity, the second rear connecting part is connected to the front connecting part, and the first rear connecting part and the third rear connecting part are respectively arranged on both sides of the second rear connecting part.

[0009] Furthermore, a subframe left rear reinforcement plate is provided in the cavity, a front end of the subframe left rear reinforcement plate is connected to the front connecting portion and forms the second force transmission path, and a portion of the subframe left rear reinforcement plate extends out of the cavity and overlaps the floor longitudinal beam assembly.

[0010] Furthermore, a front enclosure left connecting plate reinforcement plate and a front enclosure left connecting plate are respectively provided on both sides of the left rear reinforcement plate of the subframe at the rear side of the cavity, the front enclosure left connecting plate reinforcement plate and the front enclosure left connecting plate jointly enclose the cavity, the front enclosure left connecting plate reinforcement plate forms a first transverse path connecting the first rear connecting portion and the second rear connecting portion; the front enclosure left connecting plate forms a second transverse path connecting the second rear connecting portion and the third rear connecting portion.

[0011] Furthermore, the left rear reinforcement plate of the sub-frame includes a groove body portion with a U-shaped cross-section and two outer flanges located at the top of the groove body portion; the height and width of the front portion of the groove body portion are greater than the height and width of the rear portion of the groove body portion; and a sub-frame mounting threaded tube is installed at the front end of the groove body portion.

[0012] Furthermore, the front longitudinal beam rear body assembly also includes a fourth rear connecting portion, and the first rear connecting portion, the second rear connecting portion, the third rear connecting portion and the fourth rear connecting portion are arranged in parallel at the rear edge of the cavity, wherein the fourth rear connecting portion and the front connecting portion are arranged along the front-to-back direction, the first rear connecting portion and the second rear connecting portion are arranged on the outside of the fourth rear connecting portion, and the third rear connecting portion is arranged on the inside of the fourth rear connecting portion; a fourth force transmission path is formed between the front connecting portion and the fourth rear connecting portion.

[0013] Furthermore, a side reinforcement plate is provided in the cavity along the front-to-back direction, the front end of the side reinforcement plate is connected to the first welding flange, and the second force transmission path is formed by the first welding flange and the side reinforcement plate; the rear part of the side reinforcement plate extends out of the cavity and overlaps the floor longitudinal beam assembly; the second rear connection part is located on the side reinforcement plate.

[0014] Furthermore, a middle reinforcement plate is provided in the cavity along the front-to-rear direction, and the rear part of the middle reinforcement plate forms the fourth rear connection part; the middle reinforcement plate is located in the cavity and forms the fourth force transmission path; and a subframe mounting threaded tube is installed at the front end of the middle reinforcement plate.

[0015] Furthermore, the side reinforcement plate and the middle reinforcement plate each include a groove portion with a U-shaped cross-section and two outer flanges located at the top of the groove portion.

[0016] Furthermore, the rear side of the cavity is shielded by a front enclosure connecting plate, and the front enclosure connecting plate forms a lateral force transmission path that sequentially connects the first rear connecting portion, the second rear connecting portion, the fourth rear connecting portion, and the third rear connecting portion.

[0017] Furthermore, the front longitudinal beam rear body assembly includes an upper cover plate and a lower cover plate, and the upper cover plate is connected to the lower cover plate to enclose the cavity.

[0018] An embodiment of the present application also provides a vehicle, comprising the above-mentioned engine compartment and front floor force transmission structure.

[0019] The cabin and front floor force transmission structure of the present application, the rear body assembly of the front longitudinal beam is respectively connected to the door sill, the floor longitudinal beam and the center channel, forming multiple parallel lateral force transmission paths. The force transmission paths are stable and efficient, which can effectively improve the dynamic stiffness of the subframe; and the connection structure is simple. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] Figure 1 is a bottom view of the cabin and front floor force transmission structure according to an exemplary embodiment of the present application.

[0021] Figure 2 yes Figure 1 An enlarged view of a detail of the lateral force transmission path on the left side of the vehicle is shown.

[0022] Figure 3 yes Figure 1 An enlarged detail of the lateral force path on the right side of the vehicle is shown.

[0023] Figure 4 yes Figure 3 A perspective view of an enlarged portion of the diagram shown.

[0024] Figure 5 yes Figure 1 A three-dimensional view of the cabin and front floor force transmission structure is shown.

[0025] Figure 6 yes Figure 1 A perspective view of the cabin and the front floor force transmission structure from another perspective is shown.

[0026] Figure 7 yes Figure 2 A perspective view of the left rear reinforcement plate of the subframe is shown.

[0027] Description of Figure Numbers:

[0028] 10. front longitudinal beam assembly; 20. front longitudinal beam rear body assembly; 21. front connection part; 22. first rear connection part; 23. second rear connection part; 24. third rear connection part; 25. cavity; 26. first welding flange; 27. second welding flange; 28. fourth rear connection part; 30. door sill assembly; 40. floor longitudinal beam assembly; 50. middle channel; 61. first force transmission path; 62. second force transmission path; 63. third force transmission path; 64. first lateral path; 65. second lateral path; 66. 6. The fourth force transmission path; 67. The lateral force transmission path; 71. The left rear reinforcement plate of the subframe; 711. The trough body; 712. The outer flange; 713. The assembly hole; 714. The subframe mounting threaded tube; 72. The left connecting plate reinforcement plate of the front enclosure; 73. The left connecting plate of the front enclosure; 74. The side reinforcement plate; 741. The trough body; 742. The outer flange; 75. The middle reinforcement plate; 751. The trough body; 752. The outer flange; 753. The mounting hole; 76. The front enclosure connecting plate; 80. The upper cover plate; 90. The lower cover plate. DETAILED DESCRIPTION

[0029] Here, the technical solutions in the embodiments (or "implementations") of the present application will be described clearly and completely in conjunction with the accompanying drawings. When the following description refers to the drawings, unless otherwise indicated, the same numbers in different drawings represent the same or similar elements.

[0030] If there are terms involving directional indications or positional relationships in the embodiments of the present application (such as up, down, left, right, front, back, inside, outside, top, bottom, center, vertical, horizontal, longitudinal, transverse, length, width, counterclockwise, clockwise, axial, radial, circumferential, etc.), such terms are only used to explain the relative positional relationship, movement, etc. between the components under a certain specific posture (as shown in the accompanying drawings); if the specific posture changes, the directional indication or positional relationship will also change accordingly. In addition, the terms "first", "second", etc. involved in the embodiments of the present application are only used for the purpose of convenience of description and cannot be understood as indicating or implying relative importance.

[0031] See also Figures 1 to 4As shown, the cabin and front floor force transmission structure includes two side force transmission paths arranged in parallel. Each side force transmission path includes a front longitudinal beam assembly 10, a front longitudinal beam rear body assembly 20, a door sill assembly 30, a floor longitudinal beam assembly 40 and a middle channel 50. The front longitudinal beam rear body assembly 20 includes a front connecting portion 21 and three rear connecting portions, and the front connecting portion 21 is connected to the front longitudinal beam assembly 10. The three rear connecting portions include a first rear connecting portion 22, a second rear connecting portion 23 and a third rear connecting portion 24. The first rear connecting portion 22, the second rear connecting portion 23 and the third rear connecting portion 24 are respectively connected to the door sill assembly 30, the floor longitudinal beam assembly 40 and the middle channel 50.

[0032] The front connecting part 21 and the first rear connecting part 22, the second rear connecting part 23 and the third rear connecting part 24 respectively form the first force transmission path 61, the second force transmission path 62 and the third force transmission path 63. The side force transmission path can effectively disperse the force transmitted from the front longitudinal beam assembly 10 to the door sill assembly 30, the floor longitudinal beam assembly 40 and the middle channel 50, so that the force is evenly distributed everywhere and the dynamic stiffness and mode of the overall structure of the vehicle are improved. At the same time, the design of the front connecting part 21 and the three rear connecting parts effectively disperses the load, which helps to improve the bearing capacity of the entire structure, improve the fatigue endurance life and safety collision requirements, and meet the performance requirements of the vehicle under various extreme working conditions.

[0033] The front longitudinal beam rear body assembly 20 forms a cavity 25 , and a first welding flange 26 and a second welding flange 27 are disposed on both sides of the cavity 25 . The first force transmission path 61 and the third force transmission path 63 are formed by the first welding flange 26 and the second welding flange 27 .

[0034] The arrangement of the first welding flange 26 and the second welding flange 27 makes the process of realizing the force transmission structure of the cabin and the front floor simple. It only needs to be welded and fixed, and does not need to increase the workstation and work time in the final assembly to solve the NVH road noise problem. The cost is low and the quality and stability of welding can be improved. At the same time, by forming the first force transmission path 61 and the third force transmission path 63, it can more effectively disperse and withstand external forces in different directions, and improve the overall anti-bending performance. Moreover, each force transmission path can independently withstand and disperse the load, reducing the local stress concentration on a single path, thereby improving the overall stability of the structure.

[0035] The front longitudinal beam rear body assembly 20 includes an upper cover plate 80 and a lower cover plate 90, and the upper cover plate 80 and the lower cover plate 90 are connected to enclose a cavity 25. The cavity 25 can effectively solve the NVH noise problem of the vehicle body subframe part and can reduce the NVH road noise by 57 db. The first welding flange 26 and the second welding flange 27 are both arranged on the lower cover plate 90.

[0036] The first rear connecting portion 22, the second rear connecting portion 23, and the third rear connecting portion 24 are arranged in parallel at the rear edge of the cavity 25. The second rear connecting portion 23 is connected to the front connecting portion 21 and is arranged in the front-rear direction. The front connecting portion 21 is provided on the front side of the second rear connecting portion 23, which can enhance the stability of the rear body assembly 20 of the front longitudinal beam under forward loads. The first rear connecting portion 22 and the third rear connecting portion 24 are respectively arranged on both sides of the second rear connecting portion 23.

[0037] Figure 2 It is an enlarged view of the side force transmission path provided on the left side of the vehicle. A left rear subframe reinforcement plate 71 arranged in the front-rear direction is provided in the cavity 25. The front end of the left rear subframe reinforcement plate 71 is connected to the front connecting portion 21 to form a second force transmission path 62. The left rear subframe reinforcement plate 71 partially extends out of the cavity 25 and overlaps with the floor longitudinal beam assembly 40. The second rear connecting portion 23 is located on the left rear subframe reinforcement plate 71.

[0038] Compared with the traditional structure where the cavity lap at this place is incoherent, the force transmission path is not very clear and intermittent, the force transmission efficiency is low, the structure is complex, and there is a large area at the rear without a skeleton reinforcement structure, only connected by a thin floor panel, and it cannot effectively transmit the forward force. The setting of the left rear subframe reinforcement plate 71 significantly improves the rigidity of the cavity 25 and forms a stable force transmission path between the front connecting portion 21 and the floor longitudinal beam assembly 40.

[0039] The second force transmission path 62 is located between the first force transmission path 61 and the third force transmission path 63. The first force transmission path 61, the second force transmission path 62, and the third force transmission path 63 enclose a structure in the shape of the Chinese character 'chuan'. The sill assembly 30, the floor longitudinal beam assembly 40, and the center tunnel 50 corresponding to the three force transmission paths also form a force transmission structure in the shape of the Chinese character 'chuan'. The main key components of the side force transmission path are made of advanced high-strength steel or ultra-high-strength hot-formed steel plates. The force transmission path in the shape of the Chinese character 'chuan' serves as the skeleton, and thinner steel plates are laid in the middle or on the surface.

[0040] The three force transmission paths have a simple and complete structure, a uniform cavity area, and obvious high-efficiency force transmission. Moreover, the lap of each part is reasonable, which can effectively transmit energy, disperse the force transmission, and improve the performance of this part. The effect of suppressing road noise and vibration of NVH is obvious, and the improvement effect on safety and structural durability is obvious. It not only meets the performance requirements but also saves a large amount of layout space to meet the layout requirements of components such as carbon cans and subwoofers.

[0041] The rear side of the cavity 25 is provided with a front left connecting plate reinforcement plate 72 and a front left connecting plate 73 respectively located on both sides of the left rear reinforcing plate 71 of the subframe. The front left connecting plate reinforcement plate 72 and the front left connecting plate 73 jointly close the rear part of the cavity 25. The front left connecting plate reinforcement plate 72 forms a first transverse path 64 connecting the first rear connecting portion 22 and the second rear connecting portion 23. The front left connecting plate 73 forms a second transverse path 65 connecting the second rear connecting portion 23 and the third rear connecting portion 24.

[0042] The first force transmission path 61, the second force transmission path 62 and the first transverse path 64 form a first force transmission ring. The second force transmission path 62, the third force transmission path 63 and the second transverse path 65 form a second force transmission ring. The load can be effectively dispersed between different paths, reducing local stress concentration and improving the durability of the structure. When an external impact or load imbalance occurs, multiple force transmission channels can effectively transmit and absorb energy, improving the safety of the entire vehicle.

[0043] In some embodiments, continuous reinforcing ribs may be added inside the cavity 25, that is, on the upper cover plate 80 or the lower cover plate 90, to optimize stress distribution and improve structural rigidity.

[0044] like Figures 5 to 7 As shown, the left rear reinforcement plate 71 of the sub-frame includes a groove portion 711 with a U-shaped cross section and two outer flanges 712 located at the top of the groove portion 711. The height and width of the front portion of the groove portion 711 are greater than the height and width of the rear portion of the groove portion 711. The front end of the groove portion 711 is provided with an assembly hole 713, and a sub-frame mounting threaded tube 714 is installed in the assembly hole 713.

[0045] The groove part 711 has a larger space while meeting the requirements of force transmission path and structural strength. The height of the front part of the groove part 711 is 92mm and the width is 91mm. The height of the rear part of the groove part 711 is 64mm and the width is 66mm. The layout of high front and thick bottom is adopted. The two outer flanges 712 are connected to the door sill assembly 30 and the middle channel 50 through the front floor respectively. The force on both sides is more stable to better meet the requirements of positive force transmission.

[0046] Figure 3 It is an enlarged view of the side force transmission path arranged on the right side of the vehicle. The front longitudinal beam rear body assembly 20 also includes a fourth rear connection part 28. The first rear connection part 22, the second rear connection part 23, the third rear connection part 24 and the fourth rear connection part 28 are arranged in parallel at the rear edge of the cavity 25. The fourth rear connection part 28 and the front connection part 21 are arranged along the front-to-back direction, and the front connection part 21 is located in front of the fourth rear connection part 28. The first rear connection part 22 and the second rear connection part 23 are arranged on the outside of the fourth rear connection part 28, and the third rear connection part 24 is arranged on the inside of the fourth rear connection part 28. A fourth force transmission path 66 is formed between the front connection part 21 and the fourth rear connection part 28.

[0047] By arranging a plurality of connecting parts side by side at the rear edge of the cavity 25, especially the fourth force transmission path 66 formed between the fourth rear connecting part 28 and the front connecting part 21, the connection strength and stability of the overall structure can be effectively improved.

[0048] A side reinforcing plate 74 is arranged in the cavity 25 along the front-rear direction. The front end of the side reinforcing plate 74 is connected to the first welding flange 26, and the second force transmission path 62 is formed by the first welding flange 26 and the side reinforcing plate 74. The rear part of the side reinforcing plate 74 extends out of the cavity 25 and overlaps with the floor longitudinal beam assembly 40. The second rear connecting part 23 is located on the side reinforcing plate 74.

[0049] The arrangement of the side reinforcing plate 74 in the embodiment of the present application significantly improves the rigidity of the cavity 25, and sequentially transmits the force of the front connecting part 21 to the cavity 25, the side reinforcing plate 74 and the floor longitudinal beam assembly 40. The force transmission path is stable and efficient, and can effectively transmit and disperse the load, improving the overall load-bearing capacity and anti-deformation ability.

[0050] The side reinforcing plate 74 includes a trough part 741 with a U-shaped cross section and two outward flanges 742 located at the top of the trough part 741. The two outward flanges 742 are respectively connected to the sill assembly 30 and the middle channel 50 through the front floor.

[0051] A middle reinforcing plate 75 is also arranged in the cavity 25 along the front-rear direction. The middle reinforcing plate 75 is located in the cavity 25 and forms the fourth force transmission path 66. A force transmission path is added on the basis of the "川"-shaped force transmission structure. The middle reinforcing plate 75 includes a trough part 751 with a U-shaped cross section and two outward flanges 752 located at the top of the trough part 751. An installation hole 753 is provided at the front end of the middle reinforcing plate 75, and a subframe installation threaded tube 714 is installed in the installation hole 753.

[0052] The rear side of the cavity 25 is shielded by the front panel connecting plate 76. The fourth rear connecting part 28 is formed at the connection between the rear part of the middle reinforcing plate 75 and the front panel connecting plate 76. The front panel connecting plate 76 forms a transverse force transmission path 67 that sequentially connects the first rear connecting part 22, the second rear connecting part 23, the fourth rear connecting part 28 and the third rear connecting part 24.

[0053] The third force transmission path 63, the fourth force transmission path 66 and the transverse force transmission path 67 form the first force transmission loop. The fourth force transmission path 66, the transverse force transmission path 67 and the first force transmission path 61 form the second force transmission loop. The first force transmission path 61, the second force transmission path 62 and the transverse force transmission path 67 form the third force transmission loop. The load can be effectively dispersed between different paths, reducing local stress concentration and improving the durability of the structure. When an external impact or load imbalance occurs, multiple force transmission channels can effectively transmit and absorb energy, improving the safety of the whole vehicle.

[0054] In the force transmission structure between the engine compartment and the front floor of this application, there is no need to patch additionally, increase the material thickness, and apply structural adhesive to solve the structural durability problem. Because the frame structure is reasonable and well-designed, the overall stiffness of this structure is good, and there are no problems such as abnormal noise, solder joint fatigue cracking, and sheet metal fatigue cracking caused by torsional stiffness problems under extreme working conditions.

[0055] In the force transmission structure between the engine compartment and the front floor of this application, both of the two side force transmission paths form two Chuan-shaped force transmission paths, which can effectively disperse the load and effectively improve the dynamic stiffness of the subframe. At the same time, the connection structure between the front longitudinal beam, the sill, the floor longitudinal beam, and the middle channel is simple, reducing local stress concentration.

[0056] This application also provides a vehicle, including the above-mentioned force transmission structure between the engine compartment and the front floor.

[0057] It should be noted that the technical solutions or technical features described in the above embodiments can be combined or supplemented with each other without conflict. The scope of protection of this application is not limited to the precise structures described in the above embodiments and shown in the drawings; all modifications, equivalent replacements, improvements, etc. made within the spirit and principle of this application shall be included within the scope of protection of this application.

Claims

1. A force transmission structure between a cabin and a front floor, characterized in that: It includes two lateral force transmission paths arranged in parallel, and the lateral force transmission paths include a front longitudinal beam assembly, a front longitudinal beam rear body assembly, a door sill assembly, a floor longitudinal beam assembly and a central channel; the front longitudinal beam rear body assembly includes a front connecting portion and three rear connecting portions, and the front connecting portion is connected to the front longitudinal beam assembly; the three rear connecting portions include a first rear connecting portion, a second rear connecting portion and a third rear connecting portion, and the first rear connecting portion, the second rear connecting portion and the third rear connecting portion are respectively connected to the door sill assembly, the floor longitudinal beam assembly and the central channel.

2. The cabin and front floor force transmission structure according to claim 1, characterized in that: The front connecting portion and the first rear connecting portion, the second rear connecting portion and the third rear connecting portion respectively form a first force transmission path, a second force transmission path and a third force transmission path; the front longitudinal beam rear body assembly forms a cavity, and a first welding flange and a second welding flange are provided on both sides of the cavity; the first force transmission path and the third force transmission path are formed by the first welding flange and the second welding flange.

3. The cabin and front floor force transmission structure according to claim 2, characterized in that: The first rear connection part, the second rear connection part and the third rear connection part are arranged in parallel at the rear edge of the cavity, the second rear connection part is connected to the front connection part, and the first rear connection part and the third rear connection part are respectively arranged on both sides of the second rear connection part.

4. The cabin and front floor force transmission structure according to claim 2, characterized in that: A subframe left rear reinforcement plate is provided in the cavity, a front end of the subframe left rear reinforcement plate is connected to the front connecting portion and forms the second force transmission path, and a portion of the subframe left rear reinforcement plate extends out of the cavity and overlaps the floor longitudinal beam assembly.

5. The cabin and front floor force transmission structure according to claim 4, characterized in that: The rear side of the cavity is provided with a front enclosure left connecting plate reinforcement plate and a front enclosure left connecting plate, which are respectively located on both sides of the left rear reinforcement plate of the subframe, and the front enclosure left connecting plate reinforcement plate and the front enclosure left connecting plate jointly enclose the cavity; the front enclosure left connecting plate reinforcement plate forms a first transverse path connecting the first rear connecting portion and the second rear connecting portion; the front enclosure left connecting plate forms a second transverse path connecting the second rear connecting portion and the third rear connecting portion.

6. The cabin and front floor force transmission structure according to claim 4, characterized in that: The left rear reinforcement plate of the sub-frame includes a groove body portion with a U-shaped cross-section and two outer flanges located at the top of the groove body portion; the height and width of the front portion of the groove body portion are greater than the height and width of the rear portion of the groove body portion; and a sub-frame mounting threaded tube is installed at the front end of the groove body portion.

7. The cabin and front floor force transmission structure according to claim 2, characterized in that: The rear body assembly of the front longitudinal beam also includes a fourth rear connecting portion, wherein the first rear connecting portion, the second rear connecting portion, the third rear connecting portion and the fourth rear connecting portion are arranged in parallel at the rear edge of the cavity, wherein the fourth rear connecting portion and the front connecting portion are arranged along the front-to-back direction, the first rear connecting portion and the second rear connecting portion are arranged on the outer side of the fourth rear connecting portion, and the third rear connecting portion is arranged on the inner side of the fourth rear connecting portion; a fourth force transmission path is formed between the front connecting portion and the fourth rear connecting portion.

8. The cabin and front floor force transmission structure according to claim 7, characterized in that: A side reinforcement plate is provided in the cavity along the front-to-back direction, the front end of the side reinforcement plate is connected to the first welding flange, and the second force transmission path is formed by the first welding flange and the side reinforcement plate; the rear part of the side reinforcement plate extends out of the cavity and overlaps the floor longitudinal beam assembly; the second rear connection part is located on the side reinforcement plate.

9. The cabin and front floor force transmission structure according to claim 8, characterized in that: A middle reinforcing plate arranged along the front-to-rear direction is provided in the cavity, and the rear part of the middle reinforcing plate forms the fourth rear connecting part; the middle reinforcing plate is located in the cavity and forms the fourth force transmission path; a sub-frame mounting threaded tube is installed at the front end of the middle reinforcing plate.

10. The cabin and front floor force transmission structure according to claim 9, characterized in that: The side reinforcing plate and the middle reinforcing plate both include a groove portion with a U-shaped cross section and two outer flanges located at the top of the groove portion.

11. The cabin and front floor force transmission structure according to claim 7, characterized in that: The rear side of the cavity is shielded by a front enclosure connecting plate, and the front enclosure connecting plate forms a lateral force transmission path that sequentially connects the first rear connecting portion, the second rear connecting portion, the fourth rear connecting portion, and the third rear connecting portion.

12. The cabin and front floor force transmission structure according to claim 2, characterized in that: The front longitudinal beam rear body assembly comprises an upper cover plate and a lower cover plate, and the upper cover plate is connected with the lower cover plate to enclose the cavity.

13. A vehicle, characterized in that: It comprises a cabin and front floor force transmission structure as claimed in any one of claims 1 to 12.

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