Automobile middle floor reinforcing part, automobile frame and automobile

Abstract

The invention relates to the technical field of automobile body structures, in particular to an automobile middle floor reinforcing part, an automobile frame and an automobile. The automobile middle floor reinforcing piece comprises a middle floor cross beam, a first connecting plate, a second connecting plate, a first longitudinal beam and a second longitudinal beam, wherein the middle floor cross beam is provided with a first end part, a second end part, a third end part and a fourth end part; the first connecting plate is fixedly connected to the first end part, and the second connecting plate is fixedly connected to the third end part; the first longitudinal beam is fixedly connected to the second end of the middle floor cross beam through a first mechanical self-tapping screw joint structure, and the second longitudinal beam is fixedly connected to the fourth end of the middle floor cross beam through a second mechanical self-tapping screw joint structure. The first mechanical self-tapping screw joint structure and the second mechanical self-tapping screw joint structure are adopted for the floor reinforcing part in the automobile, the number of welding spots is reduced, and reduction of the number of welding joints means that the quality defect probability caused by insufficient welding, welding skips or weld cracks is reduced.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of automobile body structure, in particular to an automobile middle floor reinforcing member, a vehicle frame and an automobile. BACKGROUND

[0002] With the rapid development of the automobile industry and the continuous improvement of consumer requirements for vehicle performance, the body structure design is facing higher safety and lightweight challenges. The overall vehicle torsional stiffness, as an important indicator of measuring the performance of the body structure, directly affects the vehicle handling stability, NVH (noise, vibration and harshness) performance and crash safety. The modern automobile design trend is developing towards integration and modularization, aiming to reduce the number of parts through few-piece design to achieve the goal of weight reduction and cost reduction.

[0003] In the traditional body structure, the middle floor area usually adopts multiple stamped sheet metal parts to be formed by tailor welding. These sheet metal parts are connected with structural parts such as longitudinal beams and cross beams through spot welding or laser welding. Although this construction method is mature in technology, it has problems such as low material utilization rate and limited joint strength. Due to the stress concentration effect of the welding joint and the stiffness limitation of the stamped part, such structure has limited contribution to improving the overall vehicle torsional stiffness. At the same time, the multi-part assembly mode leads to an increase in mold development cost, an increase in welding energy consumption in the production process, and the increase in the number of welds will introduce more quality risk points. SUMMARY

[0004] The purpose of the present application is to provide an automobile middle floor reinforcing member, a vehicle frame and an automobile, which can reduce the probability of defects and improve production quality to some extent.

[0005] In order to achieve the above-mentioned purpose, in a first aspect, the present application provides an automobile middle floor reinforcing member, comprising: a middle floor cross beam, the middle floor cross beam is provided with a first end, a second end, a third end and a fourth end, the first end and the third end are in opposite positions, and the second end and the fourth end are in opposite positions; a first connecting plate and a second connecting plate, the first connecting plate is fixedly connected to the first end, and the second connecting plate is fixedly connected to the third end; a first longitudinal beam and a second longitudinal beam, the first longitudinal beam is fixedly connected to the second end of the middle floor cross beam through a first mechanical self-tapping screw joint structure, and the second longitudinal beam is fixedly connected to the fourth end of the middle floor cross beam through a second mechanical self-tapping screw joint structure.

[0006] In an optional embodiment, the first connecting plate is fixedly connected to the first end through a first mechanical self-punching riveting joint structure, and the second connecting plate is fixedly connected to the third end through a second mechanical self-punching riveting joint structure.

[0007] In an optional embodiment, the first end and the third end of the middle floor cross beam are fixedly arranged into a plate body structure, the first connecting plate is fixedly connected at the plate body of the first end through the first mechanical self-punching riveting structure, and the second connecting plate is fixedly connected at the plate body of the third end through the second mechanical self-punching riveting structure.

[0008] In an optional embodiment, the thickness of the middle floor cross beam is 3 mm.

[0009] In an optional embodiment, the thickness of the first longitudinal beam is 3 mm.

[0010] In an optional embodiment, the thickness of the second longitudinal beam is 3 mm.

[0011] In an optional embodiment, the thickness of the first connecting plate is 0.6 mm.

[0012] In an optional embodiment, the thickness of the second connecting plate is 0.6 mm.

[0013] In a second aspect, the application further provides a vehicle frame comprising the automobile middle floor reinforcement according to any one of the preceding embodiments.

[0014] In a third aspect, the application further provides an automobile comprising the vehicle frame according to any one of the preceding embodiments.

[0015] Compared with the traditional multi-piece sheet metal welding structure, the automobile middle floor reinforcement provided by the application adopts the first mechanical self-tapping screw structure and the second mechanical self-tapping screw structure, reduces the number of welding points, and avoids the energy consumption increase and the risk of thermal deformation caused by a large number of laser welding or spot welding. Reducing the number of welding joints means reducing the probability of quality defects caused by virtual welding, missed welding or welding seam cracks. At the same time, the FDS cold connection process does not need to pre-drill holes, shortens the process chain, and reduces the equipment investment and maintenance cost. In addition, the die-cast longitudinal beam can realize the integral forming of complex geometric shapes, further saving the number of molds and subsequent machining processes.

[0016] Other features and advantages of the application will be described in detail in the following specific embodiments. BRIEF DESCRIPTION OF DRAWINGS

[0017] In order to more clearly illustrate the technical solutions of the embodiments of the application, the following will briefly introduce the drawings needed to be used in the embodiments. It should be understood that the following drawings only show some embodiments of the application, and therefore should not be regarded as a limitation on the scope. For those skilled in the art, other related drawings can also be obtained without creative labor on the basis of these drawings.

[0018] Figure 1 A perspective view of the structure of one embodiment of the automobile floor reinforcement provided in the present application; Figure 2 A perspective view of the structure of one embodiment of the automobile floor reinforcement provided in the present application.

[0019] Figure: 100 - middle floor cross beam; 110 - first end; 120 - second end; 130 - third end; 140 - fourth end; 200 - first connecting plate; 300 - second connecting plate; 400 - first longitudinal beam; 500 - second longitudinal beam. DETAILED DESCRIPTION

[0020] In order to make the purpose, technical scheme and advantages of the embodiments of the present application clearer, the technical scheme of the embodiments of the present application will be described clearly and completely below in conjunction with the drawings in the embodiments of the present application. Obviously, the described embodiments are some embodiments of the present application, not all embodiments of the present application. The components of the embodiments of the present application described and shown in the drawings herein can be arranged and designed in various different configurations.

[0021] In the description of the present application, it should be noted that the positions or location relationships indicated by the terms "inner", "outer" and the like are based on the positions or location relationships shown in the drawings, or the positions or location relationships in which the products of the present application are usually placed, and are only for the convenience of describing the present application and simplifying the description, and do not indicate or imply that the devices or elements referred to must have a particular orientation, be constructed and operated in a particular orientation, and therefore cannot be understood as a limitation on the present application. In addition, the terms "first", "second" and the like are only used to distinguish the description and cannot be understood as indicating or implying relative importance.

[0022] In the description of the present application, it should be noted that, unless otherwise explicitly specified and limited, the terms "provided", "connected" should be understood broadly, for example, it can be fixedly connected, or it can be detachably connected, or integrally connected; it can be directly connected, or indirectly connected through an intermediate medium, or it can be the communication inside two elements. For those skilled in the art, the specific meaning of the above terms in the present application can be understood according to the specific circumstances.

[0023] As Figure 1 shown, in a first aspect, the embodiments of the present application provide an automobile middle floor reinforcement, comprising a middle floor cross beam 100, a first connecting plate 200, a second connecting plate 300, a first longitudinal beam 400 and a second longitudinal beam 500.

[0024] As Figure 2As shown, the middle floor beam 100 is provided with a first end 110, a second end 120, a third end 130 and a fourth end 140. The first end 110 and the third end 130 are in relative positions, and the second end 120 and the fourth end 140 are in relative positions.

[0025] like Figure 1 As shown, the first connecting plate 200 is fixedly connected to the first end 110.

[0026] like Figure 1 As shown, the second connecting plate 300 is fixedly connected to the third end 130.

[0027] For example, the first connecting plate 200 and the second connecting plate 300 are parts formed by stamping steel.

[0028] The first longitudinal beam 400 is fixedly connected to the second end 120 of the middle floor beam 100 via a first mechanical self-tapping screw structure (not shown in the figure), and the second longitudinal beam 500 is fixedly connected to the fourth end 140 of the middle floor beam 100 via a second mechanical self-tapping screw structure (not shown in the figure).

[0029] For example, the first longitudinal beam 400 and the second longitudinal beam 500 are die-cast parts made of aluminum alloy.

[0030] The first and second mechanical self-tapping screw structures are connection structures that form internal threads and achieve metal-to-metal fastening without pre-drilling, and can be achieved using the flow drill screw (FDS) fastening process.

[0031] The automotive floor reinforcement provided in this application, through the integrated floor crossbeam 100 and the integrated connecting structure at its end, forms an efficient force transmission path with the first longitudinal beam 400 and the second longitudinal beam 500, enhancing the overall structural continuity and torsional resistance of the floor area. Compared to traditional structures assembled from multiple stamped sheet metal parts, this solution significantly improves local stiffness and modal response characteristics, thereby improving vehicle handling stability, NVH performance, and structural integrity during collisions.

[0032] The automotive floor reinforcement component provided in this application achieves structural integration and fewer parts, reducing system complexity. It uses a floor crossbeam 100 as the core load-bearing component and achieves transitional connections with other body parts through a first connecting plate 200 and a second connecting plate 300, reducing the number of auxiliary reinforcement plates and overlapping parts required in the original structure. This integrated design effectively reduces the total number of parts, simplifies the assembly process, improves production line cycle time and automation, and is conducive to realizing the concepts of lightweight and modular vehicle manufacturing.

[0033] The automotive floor reinforcement component provided in this application employs a dissimilar material hybrid connection technology, balancing strength and lightweight requirements. The first longitudinal beam 400 and the second longitudinal beam 500 are die-cast from aluminum alloy, achieving significant weight reduction while ensuring sufficient structural strength. The floor crossbeam 100 and its connecting plate are stamped from steel, ensuring high rigidity and durability in critical connection areas. The two components achieve a reliable connection without pre-drilling through a mechanical self-tapping screw structure (such as the FDS process), overcoming the technical challenge of easily forming brittle intermetallic compounds during steel-aluminum dissimilar metal welding, and improving the mechanical properties and long-term reliability of the connection joint.

[0034] The automotive floor reinforcement component provided in this application improves material utilization and manufacturing efficiency while reducing production costs. Compared to traditional multi-piece sheet metal welding structures, this application employs a first and a second mechanical self-tapping screw structure, reducing the number of weld points and avoiding the increased energy consumption and thermal deformation risks associated with extensive laser welding or spot welding. Reducing the number of weld joints means lowering the probability of quality defects caused by incomplete welds, missed welds, or weld cracks. Simultaneously, cold joining processes such as FDS eliminate the need for pre-drilling, shortening the process chain and reducing equipment investment and maintenance costs. Furthermore, die-cast longitudinal beams can achieve one-piece forming of complex geometries, further saving on the number of molds and subsequent processing steps.

[0035] In one embodiment, the first connecting plate 200 is fixedly connected to the first end 110 by a first mechanical self-piercing riveting structure (not shown in the figure), and the second connecting plate 300 is fixedly connected to the third end 130 by a second mechanical self-piercing riveting structure (not shown in the figure).

[0036] The first and second mechanical self-piercing riveting structures are connection structures that form a riveting point by piercing through a rivet without pre-drilling. The mechanical self-piercing riveting structures are achieved using a self-piercing riveting (SPR) process.

[0037] By employing a mechanical self-piercing riveting (SPR) structure, the first connecting plate 200 and the second connecting plate 300 can be more firmly fixed to the first end 110 and the third end 130, thereby improving the stability and durability of the overall structure.

[0038] Since mechanical self-piercing riveting does not require pre-drilling, it can directly penetrate through the rivet to form the riveting point, thus greatly simplifying the assembly process and reducing assembly time and labor costs.

[0039] Self-piercing riveting without pre-drilling enables rapid connections, improving overall production line efficiency and shortening product manufacturing cycles. The tight and smooth joints formed by mechanical self-piercing riveting help improve the sealing performance of the connection points, enhancing the product's waterproof and dustproof capabilities.

[0040] like Figure 2 As shown, in one embodiment, the first end 110 and the third end 130 of the floor beam 100 are fixedly configured as a plate structure, the first connecting plate 200 is fixedly connected to the plate at the first end 110 by a first mechanical self-piercing riveting structure, and the second connecting plate 300 is fixedly connected to the plate at the third end 130 by a second mechanical self-piercing riveting structure.

[0041] In one embodiment, the thickness of the middle floor beam 100 is 3mm, which is the thickness of the cross section perpendicular to the length direction.

[0042] Compared to the traditional structure with a floor thickness of 0.6mm and a crossbeam thickness of 1.2mm, the thickness of the floor crossbeam in this application is significantly increased. Under external torsional forces, the greater thickness better resists deformation, providing stronger torsional support for the entire vehicle and thus significantly improving the vehicle's torsional stiffness. Torsional stiffness is one of the important indicators for measuring the stiffness of a car body. Higher torsional stiffness means that during vehicle operation, especially when facing complex road conditions (such as cornering and uneven surfaces), the vehicle body can maintain better structural stability, reduce body torsional deformation, and improve vehicle handling performance and driving safety.

[0043] The new crossbeam structure not only has increased material thickness but also a larger cross-sectional area. A larger cross-sectional area means a more uniform stress distribution under the same external force, reducing the stress per unit area and further enhancing the crossbeam's resistance to torsional failure. This structural optimization allows the middle floor crossbeam 100 to play a more crucial role under vehicle torsional conditions, effectively improving the vehicle's torsional stiffness and providing a solid guarantee for the overall structural strength of the vehicle.

[0044] The thicker material thickness gives the middle floor crossbeam 100 better fatigue resistance when subjected to various dynamic loads (such as vibration and impact) during long-term vehicle operation. Under repeated stress, the thicker crossbeam is less prone to fatigue cracks, thus extending the crossbeam's service life, reducing the risk of overall vehicle structural failure due to crossbeam fatigue damage, and improving the reliability and durability of the vehicle structure.

[0045] In one embodiment, the thickness of the first longitudinal beam 400 is 3 mm.

[0046] The thickness of the first longitudinal beam 400 is the thickness at the section perpendicular to the length direction.

[0047] In one embodiment, the thickness of the second longitudinal beam 500 is 3 mm.

[0048] The thickness of the second longitudinal beam 500 is the thickness at the section perpendicular to the length direction.

[0049] In one embodiment, the thickness of the first connecting plate 200 is 0.6 mm.

[0050] The thickness of the first connecting plate 200 is the thickness at the cross-section perpendicular to the length direction.

[0051] In one embodiment, the thickness of the second connecting plate 300 is 0.6 mm.

[0052] The thickness of the second connecting plate 300 is the thickness at the cross-section perpendicular to the length direction.

[0053] The first longitudinal beam 400 and the second longitudinal beam 500 serve as the main load-bearing components, with a material thickness of 3mm. During vehicle operation, they can effectively withstand longitudinal loads, impact loads, and combined bending and torsional stresses, significantly improving the deformation resistance and collision safety of the front structure of the vehicle. The first connecting plate 200 and the second connecting plate 300 serve as auxiliary connecting parts, with a material thickness of 0.6mm, which is much lower than the thickness of the longitudinal beams. This significantly reduces the mass of non-critical load-bearing areas, lowers the overall structural weight, and helps improve fuel economy or extend the driving range of electric vehicles.

[0054] The design employs differentiated material thicknesses, matching the appropriate sheet thickness to the functional requirements of different components. This avoids material waste and increased processing costs associated with using uniformly thick sheets. In particular, the connecting plates utilize thinner sheet metal (0.6mm), facilitating stamping, welding, and assembly, thereby improving production efficiency while reducing raw material consumption and waste generation, aligning with the trend of green manufacturing.

[0055] A clear stiffness gradient is formed between the longitudinal beams and the connecting plates, which helps to achieve orderly load transfer and reduce local stress concentration. For example, in the event of a frontal collision, the thicker longitudinal beams can preferentially bear and disperse the impact energy, while the thinner connecting plates can undergo controlled deformation at appropriate stages, playing a buffering and energy-absorbing role, thereby optimizing the energy absorption characteristics of the entire front-end structure.

[0056] Secondly, embodiments of this application also provide a vehicle frame, including a floor reinforcement in a vehicle as described in any of the above embodiments.

[0057] Thirdly, embodiments of this application also provide an automobile, including a frame as described in the above embodiments.

[0058] It should be noted that, where there is no conflict, the features in the embodiments of this application can be combined with each other.

[0059] 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 floor reinforcement component in an automobile, characterized in that, include: A central floor beam (100) is provided with a first end (110), a second end (120), a third end (130) and a fourth end (140), wherein the first end (110) and the third end (130) are in relative positions, and the second end (120) and the fourth end (140) are in relative positions; A first connecting plate (200) and a second connecting plate (300), wherein the first connecting plate (200) is fixedly connected to the first end (110) and the second connecting plate (300) is fixedly connected to the third end (130); The first longitudinal beam (400) and the second longitudinal beam (500) are fixedly connected to the second end (120) of the middle floor beam (100) by a first mechanical self-tapping screw structure, and the second longitudinal beam (500) is fixedly connected to the fourth end (140) of the middle floor beam (100) by a second mechanical self-tapping screw structure.

2. The floor reinforcement component in an automobile according to claim 1, characterized in that, The first connecting plate (200) is fixedly connected to the first end (110) by a first mechanical self-piercing riveting structure, and the second connecting plate (300) is fixedly connected to the third end (130) by a second mechanical self-piercing riveting structure.

3. The floor reinforcement component in an automobile according to claim 2, characterized in that, The first end (110) and the third end (130) of the floor beam (100) are fixedly configured as a plate structure. The first connecting plate (200) is fixedly connected to the plate of the first end (110) by the first mechanical self-piercing riveting structure, and the second connecting plate (300) is fixedly connected to the plate of the third end (130) by the second mechanical self-piercing riveting structure.

4. The floor reinforcement component in an automobile according to claim 1, characterized in that, The thickness of the floor beam (100) is 3mm.

5. The automotive floor reinforcement according to claim 1, characterized in that, The thickness of the first longitudinal beam (400) is 3mm.

6. The floor reinforcement in an automobile according to claim 1, characterized in that, The material thickness of the second longitudinal beam (500) is 3mm.

7. The floor reinforcement in an automobile according to claim 1, characterized in that, The thickness of the first connecting plate (200) is 0.6 mm.

8. The floor reinforcement in an automobile according to claim 1, characterized in that, The thickness of the second connecting plate (300) is 0.6 mm.

9. A frame, characterized in that, Including the floor reinforcement in a vehicle as described in any one of claims 1 to 8.

10. An automobile, characterized in that, Includes the frame as described in claim 9.

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