Automobile front floor seat rear beam, automobile front floor and automobile

Abstract

The invention relates to an automobile front floor seat rear cross beam, an automobile front floor and an automobile. The automobile front floor seat rear cross beam comprises a beam body made of hot forming steel, connecting pieces used for being fixed to a threshold assembly are arranged at the two ends of the beam body, and a protruding structure matched with a middle channel is arranged in the middle of the beam body; according to the seat rear cross beam, the number of parts is reduced, the weight and the cost are reduced, and force transmission under the column collision working condition is smoother.

Description

Technical Field

[0001] This invention relates to the field of automotive technology, specifically to a front floor seat rear crossbeam, a front floor, and a vehicle. Background Technology

[0002] The statements herein provide only background information in relation to this invention and do not necessarily constitute prior art.

[0003] The existing front floor seat rear crossbeam structure uses a segmented design, where the left and right front seat crossbeams are separated by a central channel assembly. This central channel is a thin sheet metal component that doesn't contribute significantly to collision force transmission. A stronger, thicker reinforcement is needed below the central channel to connect the left and right seat crossbeams. The segmented design, connected by welds, results in poor force transmission during pole impacts, making the crossbeams prone to bending at the joints. To ensure pole impact performance, larger reinforcement plates and sub-crossbeams are required, increasing weight and cost. The existing solution involves numerous parts, leading to higher mold, tooling, and management costs. The central channel has a high protrusion, making it prone to bending during pole impacts, and provides insufficient protection for the hybrid vehicle's battery pack. Summary of the Invention

[0004] In view of the shortcomings of the existing technology, the purpose of this invention is to provide a front floor seat rear crossbeam, a car floor and a car, in which the front floor seat rear crossbeam is made into an integrated structure, and the height of the central tunnel is reduced, the number of parts is reduced, and the weight and cost are also reduced.

[0005] To achieve the above objectives, the present invention is implemented through the following technical solution: In a first aspect, embodiments of the present invention provide a rear crossbeam for a car front floor seat, characterized in that it includes a beam body made of hot-formed steel, with connectors for fixing to a door sill assembly at both ends of the beam body, and a protruding structure matching a central channel at the middle of the beam body, the protruding structure being able to span the central channel above the central channel and the bottom surface of the protruding structure being able to engage with the top surface of the central channel.

[0006] Optionally, the bottom surface of the raised structure is provided with a reinforcing plate.

[0007] Optionally, the thickness of the connector is less than the thickness of the beam.

[0008] Optionally, the beam is made of hot-formed steel, and the connector is made of steel with lower strength than hot-formed steel.

[0009] Optionally, seat mounting brackets are provided on both sides of the protruding structure and on the upper surface of the end of the beam.

[0010] Optionally, the connector is fitted and fixed to the upper surface of the beam end. The end of the connector used to connect to the sill assembly is provided with a flange, and the flange is provided with a fixing hole. The flange can be fixedly connected to the sill assembly through the fixing hole.

[0011] Secondly, embodiments of the present invention provide a front floor of an automobile, including a front floor body assembly. A central channel is provided in the middle of the front floor body, and front floor seat rear crossbeams are provided on both sides of the rear end of the central channel. One end of the rear crossbeam is fixed to the central channel, and the other end is fixed to the sill assembly. The front end of the front floor body assembly is provided with the automobile front floor seat rear crossbeam described in the first aspect, wherein the bottom surface of the protruding structure cooperates with the top surface of the corresponding position of the central channel, and the two ends of the beam are fixedly connected to the sill assembly through connectors.

[0012] Optionally, the distance between the top surface of the internal space at the corresponding position of the central channel and the protruding structure and the bottom surface of the front floor body assembly is 25mm-30mm, preferably 27mm.

[0013] Optionally, the radius of the arc angle of the two sides of the inner space at the corresponding position of the central channel and the protruding structure is 22mm-27mm, preferably 25mm.

[0014] Thirdly, embodiments of the present invention provide a vehicle having the front floor described in the second aspect.

[0015] The beneficial effects of the present invention are as follows: 1. The rear crossbeam of the front floor seat of the automobile of the present invention includes a beam body, a protruding structure in the middle of the beam body that matches the center channel, and connectors at both ends of the beam body. The connectors can be fixedly connected to the door sill assembly, so that the entire rear crossbeam is a whole structure. The protruding structure is set across the center channel, which simplifies the number of parts. The highly integrated design and development can reduce the cost of molds, tooling fixtures, and welding of parts, save production time, and improve production efficiency.

[0016] 2. The rear crossbeam of the front floor seat of the automobile of the present invention adopts an integral structure. Compared with the traditional split structure, the force transmission under the pole impact condition is smoother. It does not exist at the welded connection of the central channel, and there is no problem of bending at the connection under the pole impact condition. At the same time, it eliminates the need for the sub-crossbeam and the reinforcing plate on the bottom of the central channel, reducing costs and reducing weight while improving rigidity.

[0017] 3. In the automotive front floor of the present invention, the height of the internal space of the protruding part of the central channel at the position of the rear crossbeam of the seat is 25mm-30mm, which is significantly reduced compared to the traditional solution. The central channel is not easy to bend, which improves the protected space of the battery pack and enhances the protection capability of the battery pack. Attached Figure Description

[0018] 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 improper limitation of the invention.

[0019] Figure 1 This is a schematic diagram of the overall structure of Embodiment 1 of the present invention; Figure 2 This is a top view of Embodiment 1 of the present invention; Figure 3 This is a bottom view of Embodiment 1 of the present invention; Figure 4 This is a schematic diagram of the rear crossbeam of the front floor seat in a current automobile; Figure 5 This is a top view of the rear crossbeam of the front floor seat of a current automobile; Figure 6 This is a bottom view of the rear crossbeam of the front floor seat of a current automobile; Figure 7 This is a schematic diagram of the current automotive front floor, seat, rear crossbeam, center tunnel, and sill assembly. Figure 1 ; Figure 8 This is a schematic diagram of the current automotive front floor, seat, rear crossbeam, center tunnel, and sill assembly. Figure 2 ; Figure 9 This is a schematic diagram of the assembly of the front floor seat rear crossbeam and sill assembly and the center tunnel of an automobile, as shown in Embodiment 1 of the present invention. Figure 1 ; Figure 10 This is a schematic diagram of the assembly of the front floor seat rear crossbeam and sill assembly and the center tunnel of an automobile, as shown in Embodiment 1 of the present invention. Figure 2 ; Figure 11 This is a schematic diagram of the front floor of a car according to Embodiment 2 of the present invention. Figure 1 ; Figure 12 This is a schematic diagram of an explosion of the front floor of a car according to Embodiment 2 of the present invention; Figure 13 This is a schematic diagram of the current front floor structure of a car; Figure 14 This is the present invention. Figure 11 A schematic diagram of the section along direction A; Figure 15 yes Figure 13 A schematic diagram of the section along direction B; Among them, 1. beam body, 2. first beam segment, 3. second beam segment, 4. connector, 5. reinforcing plate, 6. sub-crossbeam, 7. reinforcing plate, 8. central channel, 9. sill assembly, 10. thermoformed reinforcing plate, 11. seat mounting bracket, 12. front floor body assembly, 13. front crossbeam of seat, 14. reinforcing plate. Detailed Implementation For ease of description, the words "upper" and "lower" appearing in this invention only indicate that they are consistent with the upper and lower directions of the accompanying drawings and do not limit the structure. They are merely for the purpose of facilitating the description of this invention and simplifying the description, and do not indicate or imply that the device or component referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this invention.

[0020] Example 1 This embodiment provides a rear crossbeam for the front floor seat of an automobile, such as... Figures 1-3 As shown, the structure includes a beam 1, with connectors 4 at both ends. The connectors 4 are fixedly connected to the door sill assembly 9. A protruding structure is also provided in the middle of the beam 1, protruding upwards, as shown in the image. Figures 9-10 As shown, the raised structure matches the central channel 8, and the beam 1 can cross the central channel 8 through the raised structure. The bottom surface of the raised structure is fixedly engaged with the top surface of the central channel 8. With this setting, the entire front floor seat rear crossbeam is a single beam instead of being divided into two sections.

[0021] In this embodiment, beam 1 is made of hot-formed steel, which is a high-strength steel that is rapidly cooled after being heated at high temperature. It has strong strength and impact resistance, and its tensile strength can reach 1500-2000 MPa. It can effectively absorb and disperse energy during a collision.

[0022] In this embodiment, preferably, the beam 1 is made of CR950 / 1300HS hot-formed steel. During preparation, it is formed by stamping at a high temperature of 900-1000℃ and then quenching in the mold. Preferably, it is formed by stamping at a high temperature of 950℃. After quenching, the tensile strength of the beam reaches more than 1500 MPa and the yield strength reaches 1200 MPa.

[0023] A reinforcing plate 5 is welded and fixed to the bottom surface of the raised structure. The reinforcing plate 5 is fitted to the bottom surface of the raised structure, and the reinforcing plate 5 on the bottom surface of the raised structure is fixed to the top surface of the central channel 8.

[0024] In this embodiment, the reinforcing plate 5 is also made of hot-formed steel, and its material is the same as that of the beam 1. It is welded and fixed to the bottom surface of the protruding structure.

[0025] like Figures 4-8As shown, the traditional front floor seat rear crossbeam adopts a segmented structure, including two beam segments. One first beam segment 2 is located on one side of the central channel 8, and the other second beam segment 3 is located on the other side of the central channel 8. The two beam segments are welded and fixed to the central channel 8. The central channel 8 is a thin steel plate, which cannot play a reinforcing role in the column impact condition. Therefore, a thermoformed reinforcing plate 10 needs to be added below the central channel. However, the above cannot meet the column impact requirements. It is also necessary to add a reinforcing plate 7 below the two beam segments and a secondary crossbeam 6 on one side of the beam segment to meet the column impact requirements.

[0026] In this embodiment, the beam made of hot-formed steel is set as an integral structure. The raised structure spans the central channel, eliminating the 12 welding points of the traditional segmented design of the rear crossbeam. This reduces the number of welding points, avoids the risk of failure of the welding point area in a collision, and enables the rear crossbeam to meet the column collision requirements.

[0027] In the traditional segmented rear crossbeam, the bottom surface of the central channel 8 is equipped with a thermoformed reinforcing plate 10, the bottom surfaces of the two beam segments are equipped with reinforcing plates 7, and a secondary crossbeam 6 is provided on one side. There are many parts, many welding points, and a corresponding number of tooling fixtures, molds, etc. Each independent component requires a separate mold (the average mold cost is 80,000 to 120,000 yuan / set); the welding process involves 18 to 22 welding points, and the welding time for a single part is about 4.5 minutes; there are also management costs involved in the parts.

[0028] This embodiment, by adopting an integral rear crossbeam, eliminates the need for the thermoformed reinforcing plate 10 on the bottom surface of the central channel 8 and the secondary crossbeam 6, thus simplifying the number of parts. The highly integrated design and development can reduce the cost of molds, tooling fixtures, and welding of parts, saving production time and improving production efficiency. At the same time, by eliminating the thermoformed reinforcing plate 10 on the bottom surface of the central channel 8 and the secondary crossbeam 6, the rear crossbeam achieves a 15% weight reduction while meeting the rigidity requirements, saving approximately 35 yuan per vehicle. Correspondingly, the costs of parts, molds, tooling fixtures, and management expenses are significantly reduced.

[0029] In this embodiment, the rear crossbeam also needs to weaken the energy absorption function. In the case of a column impact, only if the energy absorption in the early stage is sufficient can the airbag have enough time to deploy. Therefore, if the connecting part 4 is also made of hot-formed steel, the entire rear crossbeam will produce a rigid collision in the case of a column impact, and the airbag reaction time will not be enough.

[0030] Therefore, in this embodiment, the connector 4 is made of ordinary steel, which has a lower strength than the hot-formed steel used to make the beam 1. Preferably, the connector 4 is made of HC340 / 590DP steel, and the thickness of the connector 4 is less than the thickness of the beam 1.

[0031] The connector 4 can be connected to the sill assembly 9, and the sill assembly 9 and the connector 4 serve as energy-absorbing components.

[0032] The beam body 1 and the reinforcing plate 5 on the bottom of its protruding structure need to have very high strength to suppress the damage to the human body and battery pack during the collision process.

[0033] Therefore, this embodiment employs a four-stage force transmission system, with the multi-stage load paths as follows: Phase 1 (0-30ms): Deformation of sill assembly 9 absorbs energy (approximately 35% of total energy); Phase 2 (30-50ms): Weakening section, plastic hinge formation of connector 4 (approximately 25% of energy); Phase 3 (50-70ms): Rigid support of beam 1 (limiting function); Phase 4 (70ms+): To further improve the performance of beam 1, a reinforcing plate 5 is added to the bottom of its protruding structure for secondary protection.

[0034] In this embodiment, the connector 4 is made of steel plate. The shape of the connector matches the shape of the end of the beam 1. The connector 4 fits against the upper surface of the end of the beam 1 and is welded and fixed to the end of the beam 1. The outer end of the connector 4 is provided with a flange and a fixing hole is provided on the flange. The connector can be fixedly connected to the sill assembly 9 through the fixing hole.

[0035] Furthermore, a seat mounting bracket 11 is welded and fixed to the upper surface of the beam 1. The seat mounting bracket 11 is located at the end of the beam 1 and the end of the protruding structure. The seat mounting bracket 11 is used to fix the front seat. The seat fixing bracket can use existing technology and will not be described in detail here.

[0036] The rear crossbeam of the front floor seat in this embodiment is a single, integral structure that spans the central channel at the protruding structure. This simplifies the number of parts and is a highly integrated design and development. It reduces the cost of molds, tooling fixtures, and welding of parts, saves production time, and improves production efficiency. At the same time, the force transmission under the pillar impact condition is smoother. Since there is no welded connection at the central channel, the bending problem at the connection under the pillar impact condition is eliminated. It also eliminates the need for the sub-crossbeam and the reinforcing plate on the bottom of the central channel, reducing costs and reducing weight while increasing rigidity.

[0037] Example 2 This embodiment provides a front floor for a car, such as Figures 11-12 As shown, the front floor body assembly 12 has a central channel 8 in the middle and a seat front crossbeam 13 at the front end of the central channel 8. The seat front crossbeam 13 is divided into two sections, which are located on both sides of the central channel 8. One end of each section is welded and fixed to the central channel, and the other end is fixedly connected to the door sill assembly 9. The bottom surface of the central channel 8 and the seat front crossbeam 13 at the corresponding positions is provided with a reinforcing plate 14.

[0038] The front floor assembly 12, the front seat crossbeam 13, the central tunnel 8, and the reinforcing plate 14 can be installed using existing technologies, and further technical details will not be described in detail here.

[0039] The rear end of the central channel 8 is provided with the rear crossbeam of the car front floor seat as described in Embodiment 1. The connector 4 at the end of the beam 1 is fixedly connected to the door sill assembly 9 on the corresponding side. The protruding structure is set across the central channel 8, and the reinforcing plate 5 on the bottom surface of the protruding structure is welded and fixed to the top surface of the central channel 8.

[0040] In this embodiment, as Figures 13-15 As shown, the height of the protrusion formed by the central channel 8 and the rear crossbeam of the seat is improved. The distance between the top surface of the cavity inside the protrusion of the central channel and the bottom surface of the front floor body assembly is adjusted from the traditional 68mm to 25mm-30mm, preferably 27mm. The radius of the arc angle of the two sides of the top of the cavity is adjusted from the traditional 10mm to 22mm-27mm, preferably 25mm. The larger the radius, the smoother the transition, which means that stress concentration is less likely to occur during the pole impact process, thus improving the pole impact performance.

[0041] The higher the protrusion of the central channel, the easier it is for it to bend in the middle, which greatly increases the risk of the battery pack being crushed. In this test, the height of the central channel protrusion was reduced to 27mm. During the impact, the force was more continuous and there were no abrupt changes. The central channel is less prone to bending, which increases the protected space of the battery pack and improves its protection capability. The central channel protrusion of this embodiment has an 81% larger moment of inertia than the traditional central channel protrusion, and the cross-section has a stronger ability to resist bending deformation.

[0042] The increased radius of the arc corner improves the continuity of force transmission under column impact conditions by 43%. Finite element analysis shows that the improved deformation mode is reflected in the reduction of the maximum bending stress in the central channel from 550MPa to 380MPa (a 31% reduction); energy absorption is reflected in the increase of the plastic deformation energy of the central channel to 28kJ (compared to 18kJ in the traditional central channel); and intrusion control is reflected in the control of the battery compartment space encroachment to within 15mm (meeting the requirements of GB / T31498 standard). The improvement effects are shown in the table below:

[0043] The remaining structure of the front floor of the vehicle in this embodiment can be achieved using existing technology and will not be described in detail here.

[0044] Example 3 This embodiment provides a car with the front floor of the car described in Embodiment 2. The rest of the car structure can be constructed using existing technology and will not be described in detail here.

[0045] The above description is merely a preferred embodiment of this application and is not intended to limit this application. Various modifications and variations can be made to this application by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the protection scope of this application.

Claims

1. A rear crossbeam for a car front floor seat, characterized in that, It includes a beam made of hot-formed steel, with connectors at both ends for fixing to the sill assembly, and a protruding structure in the middle of the beam that matches the central channel. The protruding structure can be set above the central channel and span the central channel, and the bottom surface of the protruding structure can fit with the top surface of the central channel.

2. The rear crossbeam of a car front floor seat as described in claim 1, characterized in that, The bottom surface of the raised structure is equipped with a reinforcing plate.

3. The rear crossbeam of a car front floor seat as described in claim 1, characterized in that, The thickness of the connector is less than the thickness of the beam.

4. The rear crossbeam of a car front floor seat as described in claim 1, characterized in that, The connector is made of steel with lower strength than hot-formed steel.

5. The rear crossbeam of a car front floor seat as described in claim 1, characterized in that, Seat mounting brackets are provided on both sides of the protruding structure and on the upper surface of the end of the beam.

6. The rear crossbeam of a car front floor seat as described in claim 1, characterized in that, The connector is fitted and fixed to the upper surface of the beam end. The end of the connector used to connect to the sill assembly is provided with a flange and a fixing hole. The flange can be fixedly connected to the sill assembly through the fixing hole.

7. A front floor for an automobile, comprising a front floor body assembly, wherein a central channel is provided in the middle of the front floor body, and front floor seat crossbeams are provided on both sides of the front end of the central channel, one end of the crossbeam being fixed to the central channel and the other end being fixed to a door sill assembly, characterized in that, The rear end of the front floor body assembly is provided with the rear crossbeam of the automotive front floor seat as described in any one of claims 1-6, wherein the bottom surface of the raised structure mates with the top surface of the corresponding position of the center channel, and the two ends of the beam are fixedly connected to the door sill assembly through connectors.

8. A car front floor as described in claim 7, characterized in that, The distance between the top surface of the internal space at the corresponding position of the central channel and the raised structure and the bottom surface of the front floor body assembly is 25mm-30mm, preferably 27mm.

9. A car front floor as described in claim 7, characterized in that, The radius of the arc angles of the two sides of the inner space at the corresponding positions of the central channel and the protruding structure is 22mm-27mm, preferably 25mm.

10. A car, characterized in that, The vehicle front floor as described in claim 7 is provided.

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