Lower body assembly and vehicle having the same

Abstract

The application provides a lower body assembly, and relates to the technical field of automobiles. The lower body assembly comprises a front compartment floor, a rear floor and a front floor. The front floor comprises a rocker beam, a rocker rail and a reinforcing member. The rocker beam extends along the length direction of the body. One end of the rocker beam is connected with the front compartment floor, and the other end of the rocker beam is connected with the rear floor. The rocker rail is connected with the rocker beam. The rocker beam is recessed to form a groove towards the inner side of the body, and the rocker rail is arranged in the groove. At least one of the rocker beam and the rocker rail is connected with the reinforcing member, and at least part of the reinforcing member is arranged in the groove. The scheme at least solves the problem of poor force bearing and force transmission effect of the rocker side impact and column impact in the prior art.

Description

Technical Field

[0001] This invention relates to the field of automotive technology, and more specifically, to a lower body assembly and a vehicle having the same. Background Technology

[0002] Recent safety incidents involving new energy vehicles have raised concerns about consumer trust, leading to increased public awareness of the safety of electric vehicles. With the global shift towards electric vehicles accelerating, market demand for electric vehicles is focusing on long range and high-end features, making large batteries and electric sliding doors key selling points.

[0003] The integration of the drive battery into the vehicle body structure places higher demands on the load-bearing capacity of the lower body structure and its energy absorption capacity during passive safety operations. Due to the use of electric sliding doors, the sill needs to accommodate the door rails, which weakens the vehicle's load-bearing capacity and overall body strength. With increasingly larger batteries, the existing vehicle body structure needs optimization. Large batteries are no longer fixed to longitudinal beams but are instead fixed to the sills. An inadequate sill structure can lead to poor force transmission and load-bearing performance in side and pole impacts. The vehicle body is also heavier; in frontal collisions, it must not only ensure adequate energy absorption but also avoid contact with the battery. Therefore, optimizing the vehicle's force transmission structure and improving safety performance is of paramount importance.

[0004] There is currently no effective solution to the aforementioned technical problems. Summary of the Invention

[0005] The main objective of this invention is to provide a lower body assembly and a vehicle having the same, in order to solve the problems of poor load-bearing and force transmission effects in the prior art for door sill side impacts and pole impacts.

[0006] To achieve the above objectives, according to one aspect of the present invention, a lower vehicle body assembly is provided, comprising: a front compartment floor; a rear floor; and a front floor, the front floor including a sill beam, a sill rail, and a reinforcement member, the sill beam extending along the length of the vehicle body, one end of the sill beam being connected to the front compartment floor, the other end of the sill beam being connected to the rear floor, the sill rail being connected to the sill beam, the sill beam being recessed towards the inside of the vehicle body to form a groove, and the sill rail being disposed within the groove; wherein at least one of the sill beam and the sill rail is connected to the reinforcement member, and at least a portion of the reinforcement member is disposed within the groove.

[0007] Further, the reinforcing components include: a lower sill reinforcing plate, which is connected to the sill beam and, along the vehicle height direction, is disposed at the groove wall and groove bottom on the lower side of the groove, covering a portion of the inner surface of the groove; an upper sill reinforcing plate, which is connected to the sill beam and, along the vehicle height direction, is disposed at the groove wall and groove bottom on the upper side of the groove, connecting to the lower sill reinforcing plate, covering another portion of the inner surface of the groove; a first reinforcing block, which is connected to at least one of the upper and lower sill reinforcing plates and is disposed on one side of the lower sill reinforcing plate; and a second reinforcing block, which is connected to at least one of the upper and lower sill reinforcing plates and is disposed on the other side of the lower sill reinforcing plate.

[0008] Furthermore, the sill rail includes: a base, which is connected to at least one of the sill beam and the second reinforcing block, and the base is disposed in a groove; a rail, which is connected to the base and extends along the length of the vehicle body; wherein, along the height of the vehicle body, the base is disposed on the upper side of the second reinforcing block.

[0009] Furthermore, the reinforcement also includes an upper reinforcement plate on the slide rail, which is connected to the base. The upper reinforcement plate on the slide rail is located on the upper side of the base. Along the vehicle height direction, from top to bottom, the upper reinforcement plate on the slide rail, the base, the second reinforcement block, and the lower reinforcement plate on the sill are connected in sequence.

[0010] Furthermore, the front compartment floor includes a wheel arch side beam and a front vertical plate. The wheel arch side beam extends circumferentially along the wheel arch and along the length of the vehicle body. The rear side of the wheel arch side beam is connected to one side of the front vertical plate. At least a portion of the front vertical plate extends along the height of the vehicle body. The top of the front vertical plate is connected to at least one of the A-pillar and the A-pillar reinforcement plate. The other side of the front vertical plate is connected to one end of the sill beam. The wheel arch side beam forms a force transmission path with the A-pillar through the front vertical plate, and / or the wheel arch side beam forms a force transmission path with the sill beam through the front vertical plate.

[0011] Furthermore, the front floor also includes a first crossbeam and a second crossbeam. One end of the first crossbeam is connected to at least one of the sill beam and the front vertical plate, and the other end of the first crossbeam is connected to at least one of the sill beam and the front vertical plate on the other side of the vehicle body. The two ends of the second crossbeam are respectively connected to the two ends of the first crossbeam, so that a hollow structure is formed between the first crossbeam and the second crossbeam. The wheel arch side beam forms a force transmission path with the first crossbeam through the front vertical plate.

[0012] Furthermore, the front compartment floor also includes a front longitudinal beam, which runs from front to rear along the length of the vehicle body. The front longitudinal beam is connected to the first crossbeam and the second crossbeam in sequence. The front floor also includes a center tunnel cover and a front longitudinal beam cover. At least a portion of the center tunnel cover extends along the length of the vehicle body, and at least a portion of the front longitudinal beam cover extends along the length of the vehicle body. Along the width of the vehicle body, the center tunnel cover is located in the middle of the vehicle body, and the front longitudinal beam cover is located on one side of the center tunnel cover. The front longitudinal beam forms a force transmission path with the sill beam through the first crossbeam, the second crossbeam, and / or the front longitudinal beam forms a force transmission path with the center tunnel cover through the first crossbeam, the second crossbeam, and / or the front longitudinal beam forms a force transmission path with the front longitudinal beam cover through the first crossbeam, the second crossbeam, and the front longitudinal beam cover.

[0013] Furthermore, the front floor also includes a third, fourth, and fifth crossbeam. The third, fourth, and fifth crossbeams are spaced apart along the length of the vehicle body. The two sides of the third crossbeam are connected to the sill beams, the two sides of the fifth crossbeam are connected to the sill beams, and the two sides of the fourth crossbeam are connected to the reinforcing plates on the slide rails. The projections of the fourth crossbeam, the B-pillar, and the sill slide rails along the length of the vehicle body coincide.

[0014] Furthermore, the rear floor includes a rear longitudinal beam and a sixth crossbeam. The two sides of the sixth crossbeam are connected to the rear longitudinal beam respectively. The lower body assembly also includes multiple battery mounting points, including multiple front mounting points, multiple rear mounting points, multiple middle mounting points, and multiple side mounting points. The multiple front mounting points are connected to the second crossbeam, the multiple side mounting points are connected to the sill beam, the multiple rear mounting points are connected to at least one of the fifth and sixth crossbeams, and the multiple middle mounting points are connected to at least one of the third and fourth crossbeams.

[0015] According to another aspect of the present invention, a vehicle is provided having a lower body assembly, the lower body assembly being the aforementioned lower body assembly.

[0016] Applying the technical solution of this invention, the sill beam extends longitudinally along the vehicle body and forms a continuous load-bearing passage with the front and rear floor. It undertakes the main load transfer function in frontal, side, and pole impact conditions. To meet the installation requirements of the electric sliding door, the sill rail must be embedded inside the sill beam. In this embodiment, a groove is set on the outer side of the sill beam, and the sill rail is set in the groove. At this time, the sill rail no longer occupies the effective energy absorption space. At the same time, a reinforcing member is set on the sill rail and in the groove of the sill beam, which can also enhance the strength of the sill rail in side and pole impacts. The reinforcing member, as a local reinforcement unit, forms a multi-level, composite load-bearing network in the rail installation area, which can disperse the concentrated load generated by the rail in frequent opening and closing or lateral impacts. In the pole impact process, it forms an embedded energy absorption cavity together with the groove of the sill beam. That is, controllable energy absorption is achieved through the synergistic deformation mechanism of the multi-layer structure, thereby protecting the battery pack and the passenger compartment. By coordinating the layout of the door sill beam, door sill rail, and reinforcement components, the chassis frame can meet the dual requirements of accommodating electric sliding doors and large-size power batteries, while solving the problems of limited lateral force transmission path, poor collision energy absorption effect, and difficulty in balancing structural strength and assembly space. Attached Figure Description

[0017] The accompanying drawings, which form part of this application, 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:

[0018] Figure 1 A schematic diagram of the structure of a first embodiment of the lower body assembly according to the present invention is shown;

[0019] Figure 2 A schematic diagram of a second embodiment of the lower body assembly according to the present invention is shown;

[0020] Figure 3 A structural schematic diagram of an embodiment of the forward cabin floor according to the present invention is shown;

[0021] Figure 4 A structural schematic diagram of a third embodiment of the lower body assembly according to the present invention is shown;

[0022] Figure 5 A structural schematic diagram of an embodiment of the threshold beam according to the present invention is shown.

[0023] The above figures include the following reference numerals:

[0024] 1. Forward cabin floor; 11. Forward longitudinal beam; 12. Wheel arch side beam; 13. Forward vertical plate;

[0025] 2. Rear floor; 21. Rear longitudinal beam; 22. Sixth transverse beam;

[0026] 3. Front floor; 300. Hollowed-out structure; 31. Threshold beam; 32. Threshold slide rail; 321. Base; 322. Slide rail; 33. Reinforcing component; 331. Lower sill reinforcing plate; 332. Upper sill reinforcing plate; 333. First reinforcing block; 334. Second reinforcing block; 335. Upper slide rail reinforcing plate; 34. First crossbeam; 35. Second crossbeam; 36. Central passage cover plate; 37. Front longitudinal beam cover plate; 38. Third crossbeam; 39. Fourth crossbeam; 310. Fifth crossbeam. Detailed Implementation

[0027] It should be noted that, unless otherwise specified, the embodiments and features described in this application can be combined with each other. The present invention will now be described in detail with reference to the accompanying drawings and embodiments.

[0028] It should be noted that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the exemplary embodiments according to this application. As used herein, the singular form is intended to include the plural form as well, unless the context clearly indicates otherwise. Furthermore, it should be understood that when the terms "comprising" and / or "including" are used in this specification, they indicate the presence of features, steps, operations, devices, components, and / or combinations thereof.

[0029] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such terms can be used interchangeably where appropriate so that the embodiments of this application described herein can be implemented, for example, in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover a non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0030] Exemplary embodiments according to this application will now be described in more detail with reference to the accompanying drawings. However, these exemplary embodiments may be implemented in many different forms and should not be construed as being limited to the embodiments set forth herein. It should be understood that these embodiments are provided so that the disclosure of this application is thorough and complete, and that the concept of these exemplary embodiments is fully conveyed to those skilled in the art. In the drawings, for clarity, the thickness of layers and regions may be exaggerated, and the same reference numerals are used to denote the same devices, and therefore their description will be omitted.

[0031] Combination Figures 1 to 5As shown, according to a specific embodiment of this application, a lower body assembly is provided.

[0032] Specifically, such as Figure 1 As shown, the lower body assembly includes a front compartment floor 1, a rear floor 2, and a front floor 3. The front floor 3 includes a sill beam 31, a sill rail 32, and a reinforcing member 33. The sill beam 31 extends along the length of the body. One end of the sill beam 31 is connected to the front compartment floor 1, and the other end of the sill beam 31 is connected to the rear floor 2. The sill rail 32 is connected to the sill beam 31. The sill beam 31 is recessed towards the inside of the body to form a groove, and the sill rail 32 is disposed in the groove. At least one of the sill beam 31 and the sill rail 32 is connected to the reinforcing member 33, and at least a portion of the reinforcing member 33 is disposed in the groove.

[0033] Applying the technical solution of this embodiment, the sill beam 31 extends longitudinally along the vehicle body and forms a continuous load-bearing passage with the front cabin floor 1 and the rear floor 2, undertaking the main load transfer function in frontal collision, side collision and pole collision conditions. In order to meet the installation requirements of the electric sliding door, the sill rail 32 must be embedded in the inner side of the sill beam 31. In this embodiment, by setting a groove on the outer side of the sill beam 31 and setting the sill rail 32 in the groove, the sill rail 32 no longer occupies the effective energy absorption space. At the same time, the reinforcing member 33 is set on the sill rail 32 and set in the groove of the sill beam 31, which can also enhance the strength of the sill rail 32 in side collision and pole collision. The reinforcing member 33, as a local reinforcement unit, forms a multi-level, composite load-bearing network in the rail installation area, which can disperse the concentrated load generated by the rail in frequent opening and closing or lateral impact. In the pole collision process, it forms an embedded energy absorption cavity together with the groove of the sill beam, that is, controllable energy absorption is achieved through the cooperative deformation mechanism of the multi-layer structure, thereby protecting the battery pack and the passenger compartment. By coordinating the layout of the sill beam 31, sill rail 32, and reinforcement 33, the chassis frame can meet the dual requirements of accommodating electric sliding doors and large-size power batteries, while solving the problems of limited lateral force transmission path of the vehicle body, poor collision energy absorption effect, and difficulty in balancing structural strength and assembly space.

[0034] Specifically, such as Figure 5As shown, the reinforcing member 33 includes a lower sill reinforcing plate 331, an upper sill reinforcing plate 332, a first reinforcing block 333, and a second reinforcing block 334. The lower sill reinforcing plate 331 is connected to the sill beam 31. Along the vehicle height direction, the lower sill reinforcing plate 331 is disposed at the groove wall and groove bottom on the lower side of the groove, and the lower sill reinforcing plate 331 covers the inner surface of the groove. The upper sill reinforcing plate 332 is connected to the sill beam 31. Along the vehicle height direction, the upper sill reinforcing plate 332 is disposed at the groove wall and groove bottom on the upper side of the groove. The upper sill reinforcement plate 332 is connected to the lower sill reinforcement plate 331, and the upper sill reinforcement plate 332 covers the inner surface of the groove of another part; the first reinforcement block 333 is connected to at least one of the upper sill reinforcement plate 332 and the lower sill reinforcement plate 331, and the first reinforcement block 333 is disposed on one side of the lower sill reinforcement plate 331; the second reinforcement block 334 is connected to at least one of the upper sill reinforcement plate 332 and the lower sill reinforcement plate 331, and the second reinforcement block 334 is disposed on the other side of the lower sill reinforcement plate 331. The lower sill reinforcement plate 331 and the upper sill reinforcement plate 332 are respectively attached to the lower and upper inner walls of the groove along the vehicle height direction, and together cover the groove wall and bottom, forming a symmetrical, continuously closed double-layer shell structure. This can improve the bending and torsional stiffness of the local area of ​​the sill beam. Furthermore, through the connection between the lower sill reinforcement plate 331 and the upper sill reinforcement plate 332, the cross-section of the sill beam 31, which was weakened by the groove, is re-closed. This transforms the lateral impact load, which was originally borne solely by the thin-walled beam, into a closed cavity stress mode jointly borne by multiple layers of steel plates, significantly improving structural stiffness and dent resistance. On this basis, the first reinforcement block 333 and the second reinforcement block 334 are respectively set on both sides of the lower sill reinforcement plate 331, which can form a three-dimensional triangular support and rib connection with the upper and lower reinforcement plates. When a side column collision occurs, the impact force on the B-pillar initially acts on the sill rail 32 and its surrounding area. At this time, the first reinforcing block 333 and the second reinforcing block 334 act as local energy absorption buffer nodes, absorbing part of the initial impact energy through controlled buckling and plastic deformation. Simultaneously, they efficiently transfer the remaining load to both ends of the sill beam 31, the front longitudinal beam, and the rear longitudinal beam through the upper and lower reinforcing plates, preventing energy from being concentrated and released locally, which could lead to structural tearing or battery pack compression. In addition, since the two reinforcing blocks are respectively set on the front and rear sides of the rail installation area, their positions are spatially misaligned with the movement trajectory of the rail. This not only does not interfere with the smooth sliding of the rail but also effectively constrains the lateral displacement of the rail under lateral force, preventing the rail from derailing or deforming and causing safety risks.

[0035] Furthermore, such as Figure 5As shown, the sill rail 32 includes a base 321 and a rail 322. The base 321 is connected to at least one of the sill beam 31 and the second reinforcing block 334, and is disposed within a groove. The rail 322 is connected to the base 321 and extends along the length of the vehicle body. Along the height of the vehicle body, the base 321 is positioned above the second reinforcing block 334. By placing the base 321 within the groove and connecting it to the second reinforcing block 334 and the sill beam 31, the second reinforcing block 334 provides rigid support. The rail 322 is mounted on the base 321, so that the rail 322 no longer bears the load alone when bearing the weight of the door, lateral impacts, or during opening and closing. The load can be transferred through the second reinforcing block 334 to the lower sill reinforcing plate and the sill beam 31, forming a continuous, stable, and high-rigidity load transfer channel from the rail to the main frame of the vehicle body. This provides the base 321 with a reverse support force from the reinforcement 33, effectively suppressing the risk of warping, deformation, or detachment that may occur during long-term use or collisions.

[0036] Furthermore, the reinforcing member 33 also includes a sliding rail upper reinforcing plate 335, which is connected to the base 321. The sliding rail upper reinforcing plate 335 is disposed on the upper side of the base 321. Along the vehicle height direction, from top to bottom, the sliding rail upper reinforcing plate 335, the base 321, the second reinforcing block 334, and the sill lower reinforcing plate 331 are connected in sequence. The sliding rail upper reinforcing plate 335 is directly connected to the upper surface of the base 321, and through the sliding rail upper reinforcing plate 335, the load can be directly transferred to the upper structure of the sill beam. At the same time, along the vehicle height direction, from top to bottom, the sliding rail upper reinforcing plate 335, the base 321, the second reinforcing block 334, and the sill lower reinforcing plate 331 are connected in sequence, forming a four-layer reinforcing structure in longitudinal force transmission, and the force flow is continuous, which greatly improves the overall rigidity and deformation resistance of the sliding rail mounting area. In a side pillar collision, the force flow can be absorbed in layers on different reinforcing structures, protecting the safety of the passenger compartment and battery pack.

[0037] Furthermore, such as Figure 1 , Figure 3As shown, the front cabin floor 1 includes a wheel arch side beam 12 and a front vertical plate 13. The wheel arch side beam 12 extends circumferentially along the wheel arch and along the length of the vehicle body. The rear side of the wheel arch side beam 12 is connected to one side of the front vertical plate 13. At least a portion of the front vertical plate 13 extends along the height of the vehicle body. The top of the front vertical plate 13 is connected to at least one of the A-pillar and the A-pillar reinforcement plate. The other side of the front vertical plate 13 is connected to one end of the sill beam 31. The wheel arch side beam 12 forms a force transmission path with the A-pillar through the front vertical plate 13, and / or the wheel arch side beam 12 forms a force transmission path with the sill beam 31 through the front vertical plate 13. The front vertical plate 13 serves as a vertical bridge connecting the wheel arch side beam 12 with the upper body A-pillar and the lower body sill beam 31. Its extension along the vehicle's height allows it to absorb both longitudinal and lateral forces. When the vehicle encounters a frontal or offset collision, the wheel arch side beam 12 initially absorbs the impact energy from the wheels or front structure. This energy can then be bidirectionally diverted through the front vertical plate 13, forming two force transmission paths. Compared to the traditional method of directly connecting the wheel arch side beam 12 and the front vertical plate 13, the L-shaped connection structure significantly improves the structural continuity between the front wheel area and the sill area. This allows the sill front area, which was previously weakened by the opening in the sliding rail groove, to regain structural support from both sides of the wheel arch side beam 12 and the A-pillar, forming a stable force transmission structure resembling a herringbone or triangle.

[0038] In this embodiment, on the one hand, the upper end of the front vertical plate 13 is rigidly connected to the A-pillar and the A-pillar reinforcing plate, so that the load of the wheel arch side beam 12 can be directly transmitted upward to the A-pillar through the front vertical plate 13, and then connected to the upper body of the vehicle, realizing the diffusion of energy to higher-level structures such as the roof, effectively avoiding excessive energy accumulation in the front wheel area leading to intrusion into the front compartment.

[0039] On the other hand, the lower end of the front vertical plate 13 is rigidly connected to one end of the sill beam 31, so that the impact energy of the wheel arch side beam 12 can also be transmitted downward through the front vertical plate 13 to the sill beam 31, forming a downward oblique force transmission path from the front wheel → wheel arch side beam 12 → front vertical plate 13 → sill beam 31.

[0040] Furthermore, such as Figure 1 , Figure 2 , Figure 4As shown, the front floor 3 also includes a first crossbeam 34 and a second crossbeam 35. One end of the first crossbeam 34 is connected to at least one of the sill beam 31 and the front vertical plate 13, and the other end of the first crossbeam 34 is connected to at least one of the sill beam 31 and the front vertical plate 13 on the other side of the vehicle body. Both ends of the second crossbeam 35 are connected to both ends of the first crossbeam 34, so that a hollow structure 300 is formed between the first crossbeam 34 and the second crossbeam 35. The wheel arch side beam 12 forms a force transmission path with the first crossbeam 34 through the front vertical plate 13. The first crossbeam 34 runs transversely through the front floor, and its two ends are rigidly connected to the sill beams 31 and the front vertical plate 13 on both sides, forming a rigid crossbeam spanning the vehicle body. The first crossbeam 34 structurally receives the longitudinal force flow from the front vertical plate 13 and serves as a core relay node for transmitting collision energy from the wheel arch side beam 12 to the center of the vehicle body. When a vehicle experiences an offset collision or a side pillar collision, the wheel arch side beam 12 transfers the impact energy to the first crossbeam 34 via the front vertical plate 13. This allows energy that would otherwise only be locally transferred to the door sill or A-pillar to be laterally dispersed to the opposite side by the first crossbeam 34, thus creating energy counterbalancing in the vehicle width direction and preventing premature failure of the unilateral structure due to concentrated force. The second crossbeam 35 connects to both ends of the first crossbeam 34, forming a closed hollow structure 300 together with the first crossbeam 34. This creates a controllable energy buffer zone and energy-absorbing deformation zone in the middle of the front floor. In a frontal or offset collision, energy can be transferred through the front vertical plate 13 to the first crossbeam 34 and the second crossbeam 35, ensuring that the crumple zone deformation of the front compartment has a clear termination boundary before reaching the second crossbeam 35, effectively controlling the amount of front compartment intrusion. At the same time, the hollow structure 300 provides reasonable space for the cooling system, wiring harness, suspension components, etc. inside the front compartment, avoiding structural interference.

[0041] In this embodiment, through the force transmission path of wheel arch side beam 12, front vertical plate 13, and first crossbeam 34, the collision energy is effectively diverted laterally and buffered by the structure before entering the passenger compartment. This means that the sill beam 31 no longer bears all the lateral loads, but instead works with the first crossbeam 34 to form a triangular stable structure of crossbeam, sill, and front vertical plate 13, which greatly enhances the overall torsional stiffness and bending resistance of the front floor.

[0042] Furthermore, the front cabin floor 1 also includes a front longitudinal beam 11, which runs from front to rear along the length of the vehicle body. The front longitudinal beam 11 is connected in sequence to the first crossbeam 34 and the second crossbeam 35. The front floor 3 also includes a central passage cover 36 and a front longitudinal beam cover 37. At least a portion of the central passage cover 36 extends along the length of the vehicle body, and at least a portion of the front longitudinal beam cover 37 extends along the length of the vehicle body. Along the width of the vehicle body, the central passage cover 36 is located in the middle of the vehicle body, and the front longitudinal beam cover 37 is located on one side of the central passage cover 36. The front longitudinal beam 11 forms a force transmission path with the sill beam 31 through the first crossbeam 34 and the second crossbeam 35, and / or the front longitudinal beam 11 forms a force transmission path with the central passage cover 36 through the first crossbeam 34 and the second crossbeam 35, and / or the front longitudinal beam 11 forms a force transmission path with the front longitudinal beam cover 37 through the first crossbeam 34 and the second crossbeam 35. The front longitudinal beam 11 can transfer the energy generated during a frontal or offset collision to the first crossbeam 34 and the second crossbeam 35. Simultaneously, in coordination with the wheel arch side beam 12 and the front vertical plate 13, it can transmit force in three directions: First, energy is transferred via the first crossbeam 34 and the second crossbeam 35 to the sill beams 31 on both sides, coupling with the lower force transmission path formed by the wheel arch side beam 12 and the front vertical plate 13, forming a symmetrical lateral energy diversion channel of front longitudinal beam → crossbeam → sill. This effectively distributes the stress load on the sill in side and pole collisions, avoiding localized strength deficiencies caused by the battery being fixed to the sill. Second, energy is transferred through the crossbeam group to the central tunnel cover 36 located in the middle of the vehicle body. Extending longitudinally, it forms a T-shaped or I-shaped structural relationship with the front longitudinal beam 11 in space, allowing the axial load of the front longitudinal beam to be absorbed by the central channel cover 36 in a coordinated manner of bending and tension. At the same time, the central channel cover 36, as the central load-bearing frame of the passenger compartment floor, significantly improves the overall torsional stiffness of the front compartment by participating in force transmission, ensuring that the passenger compartment does not deform excessively during a collision. Thirdly, energy can also be transferred to the outside of the vehicle body through the front longitudinal beam cover 37. This cover is located on one side of the central channel cover 36 and forms a double-shell structure with the front longitudinal beam 11, enhancing the bending resistance of the outside of the front longitudinal beam. In an offset collision, it effectively prevents the wheels or front suspension from intruding into the passenger compartment, while providing a lateral protection barrier for the battery pack. This arrangement of three force transmission paths, spatially coupled through the bridging effect of the first crossbeam 34 and the second crossbeam 35, constitutes a three-dimensional force transmission network with redundancy backup, graded energy absorption, and coordinated structural dissipation.

[0043] Furthermore, such as Figure 1 , Figure 2As shown, the front floor 3 also includes a third crossbeam 38, a fourth crossbeam 39, and a fifth crossbeam 310. These three crossbeams are spaced apart along the length of the vehicle body. The two sides of the third crossbeam 38 are connected to the sill beam 31, the two sides of the fifth crossbeam 310 are connected to the sill beam 31, and the two sides of the fourth crossbeam 39 are connected to the upper reinforcing plate 335 of the slide rail. The projections of the fourth crossbeam 39, the B-pillar, and the sill slide rail 32 coincide along the length of the vehicle body. The third crossbeam 38 and the fifth crossbeam 310 are located at the front and rear ends of the rear section of the front floor, respectively. Both sides of these crossbeams are rigidly connected to the sill beam 31, forming a constraint on the rear of the sill beam 31. This significantly improves the bending stiffness and overall stability of the sill beam 31 in the middle and rear sections, preventing overall twisting or rear-end collapse under side pillar collisions or battery impacts. The fourth crossbeam 39 is positioned at the B-pillar. In the event of a pillar impact, the fourth crossbeam 39 connects to the reinforcing plate 335 on the slide rail, allowing the impact energy to be transferred from the reinforcing plate 335 to the fourth crossbeam 39, transforming it into a uniformly distributed lateral tensile and compressive load along the length of the crossbeam. This prevents the sill beam from undergoing inward deformation directly below the B-pillar. Simultaneously, the direct connection between the fourth crossbeam 39 and the reinforcing plate 335 on the slide rail provides the slide rail system with rigid lateral support from the vehicle body, significantly improving the stability and durability of the door sliding and preventing slide rail deformation and door jamming due to prolonged use or side impacts.

[0044] Furthermore, the rear floor 2 includes a rear longitudinal beam 21 and a sixth cross beam 22. The two sides of the sixth cross beam 22 are respectively connected to the rear longitudinal beam 21. The lower body assembly also includes multiple battery mounting points, including multiple front mounting points, multiple rear mounting points, multiple middle mounting points, and multiple side mounting points. The multiple front mounting points are connected to the second cross beam 35, the multiple side mounting points are connected to the sill beam 31, the multiple rear mounting points are connected to at least one of the fifth cross beam 310 and the sixth cross beam 22, and the multiple middle mounting points are connected to at least one of the third cross beam 38 and the fourth cross beam 39. Multiple battery mounting points are provided on each crossbeam and sill beam 31. These mounting points are used to connect to the power battery. The front mounting point is located on the second crossbeam 35. Since the second crossbeam 35 is located behind the front longitudinal beam crumple zone and in front of the passenger compartment, fixing the front of the battery pack here avoids direct impact on the battery from the front compartment in a frontal or offset collision. Depending on the vehicle model or battery size, the rear mounting point is selected to be located on the fifth crossbeam 310 or the sixth crossbeam 22. By flexibly allocating the connection points, the same rear floor structure can be adapted to various wheelbases and battery lengths. The side mounting points are placed on the sill beam 31. Since the sill beam 31 itself has a high-strength embedded cavity constructed from the upper reinforcing plate 335 of the slide rail, the lower reinforcing plate 331 of the sill, and the reinforcing block, the battery can resist direct impact from outside the vehicle during side pillar collisions and also provide reliable lateral restraint during vehicle rollover or tilting. The middle mounting points are set on the third crossbeam 38 and the fourth crossbeam 39, so that the battery no longer passively bears the floor deformation when subjected to lateral impacts, but can respond and deform together with the vehicle body, effectively preventing the battery casing from cracking due to local collapse. By deeply embedding the battery mounting points into the main load-bearing structures at the front, middle, and rear, the weight and cost of adding extra supports to the battery are avoided, making each mounting point a key node for collision energy absorption or transfer, forming a full-path battery protection network from the front to the rear of the vehicle, and from the side panels to the central tunnel.

[0045] According to another specific embodiment of this application, a vehicle is also provided, the vehicle having a lower body assembly, the lower body assembly being the lower body assembly in the above embodiment.

[0046] This application also provides a preferred embodiment of a lower body assembly, in which the integrally designed overlapping structure helps to improve the safety of the entire vehicle.

[0047] Specifically, the lower body assembly includes a front compartment floor 1, a front floor 3, and a rear floor 2. The front compartment floor 1 includes a front longitudinal beam 11, wheel arch side beams 12, and a front vertical plate 13. The front floor 3 includes a first crossbeam 34, a second crossbeam 35, a sill beam 31, a center tunnel cover 36, a front longitudinal beam cover 37, a third crossbeam 38, a fourth crossbeam 39, a fifth crossbeam 310, an upper reinforcing plate 335 on the sliding rail, a lower reinforcing plate 331 on the sill, a sill sliding rail 32, an upper reinforcing plate 332 on the sill, a first reinforcing block 333, and a second reinforcing block 334. The rear floor 2 includes a rear longitudinal beam 21, a sixth crossbeam 22, and a seventh crossbeam. The front longitudinal beam 11 and the wheel arch side beam 12 are connected via a longitudinal beam-wheel arch connecting beam and a wheel arch. The front longitudinal beam 11 crosses the first crossbeam 34 and connects to the second crossbeam 35. The wheel arch side beam 12 is connected to the second crossbeam 35 and the sill beam 31 via the front vertical plate 13.

[0048] In the event of a head-on collision or an offset collision between the front longitudinal beam 11 and the wheel arch side beam 12, there are three force transmission paths. Force transmission path one: The front longitudinal beam 11 crosses the first cross beam 34 and transmits the force to the second cross beam 35. At this point, it is further decomposed into three force transmission paths, which are transmitted to the sill beam 31, the left and right front longitudinal beam cover plates 37, and the center tunnel cover plate 36, respectively. Force transmission path two: The wheel arch side beam 12 transmits the force to the front vertical plate 13. The front vertical plate 13 is the inner structure of the A-pillar and is connected to the thermoformed reinforcing plate of the upper body. At the same time, the wheel arch side beam 12 can also be connected to the A-pillar through the front vertical plate 13 to form a third force transmission path. The second force transmission path and the third force transmission path form a stable herringbone structure.

[0049] To meet market demand for ultra-long range, the installation space for the battery pack needs to be expanded, resulting in the battery pack being screwed onto the door sill, which significantly reduces the energy absorption space during a side pillar impact. The door sill structure in this embodiment meets three major market demands: large battery capacity, 5-star safety requirements, and a sliding door. The pillar impact force acts directly on the door sill rail 32. The door sill reinforcement structure consists of an upper reinforcing plate 335, a lower reinforcing plate 331, a base 321, an upper reinforcing plate 332, a first reinforcing block 333, and a second reinforcing block 334. From top to bottom, the door sill at the pillar impact position has four layers of reinforcement: the upper reinforcing plate 335, the base 321, the first reinforcing block 333, and the lower reinforcing plate 331. This effectively absorbs energy and provides support, reducing deformation of the fourth crossbeam 39 and protecting the safety of the passenger compartment and battery pack.

[0050] Under the EuroNCAP 5-star and J-NCAP 5-star side impact requirements, during a side impact, the force is first transferred to the first reinforcing block 333 and the second reinforcing block 334 to absorb energy, and then transferred through the sill beam 31 to the second crossbeam 35, the third crossbeam 38, the fourth crossbeam 39, the fifth crossbeam 310, and the sixth crossbeam 22. The five crossbeams are responsible for protecting the occupants and the battery during the side impact, among which the third crossbeam 38, the fourth crossbeam 39, and the sixth crossbeam 22 bear the main force.

[0051] The floor design optimizes the central channel structure into a flat floor scheme, providing more space for the power battery and accommodating battery packs of different lengths. The designed force transmission path meets five-star safety requirements and protects large batteries. The second crossbeam 35 provides a front mounting point for the power battery, the fifth crossbeam 310 and sixth crossbeam 22 provide rear mounting points, the sill beam 31 provides a side mounting point, and the third crossbeam 38 and fourth crossbeam 39 provide intermediate auxiliary mounting points. This design accommodates the installation needs of batteries of different lengths and allows for the assembly of narrow batteries. Narrow batteries are mounted front-end on the second crossbeam 35, with the fourth crossbeam 39, fifth crossbeam 310, or sixth crossbeam 22 providing a rear mounting point, the third crossbeam 38 and fourth crossbeam 39 providing intermediate auxiliary mounting points, and the sill beam 31 providing a side mounting point via a bolted bracket.

[0052] In the long battery installation scheme, the second crossbeam 35 provides a front-end mounting point for the power battery, the sixth crossbeam 22 provides a rear-end mounting point for the power battery, the sill beam 31 provides a side mounting point for the power battery, and the fourth crossbeam 39 provides an intermediate auxiliary mounting point for the power battery.

[0053] In the short battery installation scheme, the second crossbeam 35 provides a front-end mounting point for the power battery, the fifth crossbeam 310 provides a rear-end mounting point for the power battery, the sill beam 31 provides a side mounting point for the power battery, and the fourth crossbeam 39 provides an intermediate auxiliary mounting point for the power battery.

[0054] As shown above, the lower body can be equipped with batteries that meet different needs, realizing the platform-based adaptation to the installation of long, short, and narrow batteries.

[0055] The compact, platform-based MPV body structure in this embodiment meets five-star safety requirements while maintaining a small body size and minimal crumple zone. It also incorporates space for a larger drive battery and achieves five-star safety even with sliding door rails. This design satisfies the requirements of long range, high safety, sliding door configuration, lightweight construction, and greater interior space compared to other vehicles with the same wheelbase. Modular design enables platformization, allowing components to be extended to more vehicle models, thus achieving platformization of body parts. Different door sill designs allow for both swing doors and sliding doors, and it also accommodates various battery packs of different lengths and widths.

[0056] The platform-based design in this embodiment enables expansion across different vehicle models, maximizing the consistency of the lower body interface and the commonality rate of body parts, reducing the development cycle of new models, and lowering R&D and parts costs. A sliding door structure was designed to meet EuroNCAP and J-NCAP five-star standards, improving vehicle comfort.

[0057] As can be seen from the above description, the lower body assembly in the above embodiments has the following beneficial effects:

[0058] 1) The flat floor design facilitates the adaptation of various battery packs and enables the installation of battery packs of different sizes, increasing the installation space for the drive battery pack and reducing the development cost and cycle of the battery pack.

[0059] 2) Multiple force transmission paths were designed to absorb collision force, effectively absorbing and transmitting collision force in a small energy absorption space. The structural design is reasonable and meets the five-star safety requirements.

[0060] 3) A sliding rail structure was designed to meet the needs of installing sliding doors in the rear row, adding configuration highlights, or to use swing doors to meet the needs of different vehicle models, improve the vehicle platform capability, and reduce costs and cycle time.

[0061] For ease of description, spatial relative terms such as "above," "on top of," "on the upper surface of," "above," etc., are used herein to describe the spatial positional relationship of a device or feature as shown in the figures to other devices or features. It should be understood that spatial relative terms are intended to encompass different orientations in use or operation beyond the orientation of the device as described in the figures. For example, if the device in the figures were inverted, a device described as "above" or "on top of" other devices or structures would subsequently be positioned as "below" or "under" other devices or structures. Thus, the exemplary term "above" can include both "above" and "below." The device may also be positioned in other different ways (rotated 90 degrees or in other orientations), and the spatial relative descriptions used herein will be interpreted accordingly.

[0062] In addition to the above, it should be noted that the terms "one embodiment," "another embodiment," and "embodiment" used in this specification refer to specific features, structures, or characteristics described in connection with that embodiment, which are included in at least one embodiment described in the general description of this application. The appearance of the same expression in multiple places in the specification does not necessarily refer to the same embodiment. Furthermore, when a specific feature, structure, or characteristic is described in connection with any embodiment, the intention is to suggest that implementing such a feature, structure, or characteristic in conjunction with other embodiments also falls within the scope of this invention.

[0063] In the above embodiments, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions in other embodiments.

[0064] The above description is merely a preferred embodiment of the present invention and is not intended to limit the invention. Various modifications and variations can be made to the present invention by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the scope of protection of the present invention.

Claims

1. A lower body assembly, characterized in that, include: Forward cabin floor (1); Rear floor (2); The front floor (3) includes a sill beam (31), a sill rail (32), and a reinforcing member (33). The sill beam (31) extends along the length of the vehicle body. One end of the sill beam (31) is connected to the front cabin floor (1), and the other end of the sill beam (31) is connected to the rear floor (2). The sill rail (32) is connected to the sill beam (31). The sill beam (31) is recessed towards the inside of the vehicle body to form a groove, and the sill rail (32) is disposed in the groove. At least one of the threshold beam (31) and the threshold slide rail (32) is connected to the reinforcing member (33), and at least a portion of the reinforcing member (33) is disposed within the groove.

2. The lower body assembly according to claim 1, characterized in that, The reinforcing member (33) includes: A sill reinforcement plate (331) is provided, which is connected to the sill beam (31). Along the vehicle height direction, the sill reinforcement plate (331) is provided at the groove wall and groove bottom on the lower side of the groove. The sill reinforcement plate (331) covers part of the inner surface of the groove. A door sill reinforcement plate (332) is provided on the upper side of the groove and at the bottom of the groove along the vehicle height direction. The door sill reinforcement plate (332) is connected to the door sill beam (31) and is connected to the lower door sill reinforcement plate (331). The door sill reinforcement plate (332) covers another part of the inner surface of the groove. The first reinforcing block (333) is connected to at least one of the upper sill reinforcing plate (332) and the lower sill reinforcing plate (331), and the first reinforcing block (333) is disposed on one side of the lower sill reinforcing plate (331). The second reinforcing block (334) is connected to at least one of the upper sill reinforcing plate (332) and the lower sill reinforcing plate (331), and the second reinforcing block (334) is disposed on the other side of the lower sill reinforcing plate (331).

3. The lower body assembly according to claim 2, characterized in that, The threshold slide rail (32) includes: A base (321) is connected to at least one of the threshold beam (31) and the second reinforcing block (334), and the base (321) is disposed in the groove; A slide rail (322) is connected to the base (321) and extends along the length of the vehicle body; Along the vehicle body height direction, the base (321) is disposed on the upper side of the second reinforcing block (334).

4. The lower body assembly according to claim 3, characterized in that, The reinforcing member (33) also includes a slide rail upper reinforcing plate (335), which is connected to the base (321). The slide rail upper reinforcing plate (335) is disposed on the upper side of the base (321). Along the vehicle height direction from top to bottom, the slide rail upper reinforcing plate (335), the base (321), the second reinforcing block (334), and the sill lower reinforcing plate (331) are connected in sequence.

5. The lower body assembly according to claim 4, characterized in that, The front cabin floor (1) includes a wheel arch side beam (12) and a front vertical plate (13). The wheel arch side beam (12) extends circumferentially along the wheel arch. Along the length direction of the vehicle body, the rear side of the wheel arch side beam (12) is connected to one side of the front vertical plate (13). At least a portion of the front vertical plate (13) extends along the height direction of the vehicle body. The top of the front vertical plate (13) is connected to at least one of the A-pillar and the A-pillar reinforcement plate. The other side of the front vertical plate (13) is connected to one end of the sill beam (31). The wheel arch side beam (12) forms a force transmission path with the A-pillar through the front vertical plate (13), and / or the wheel arch side beam (12) forms a force transmission path with the sill beam (31) through the front vertical plate (13).

6. The lower body assembly according to claim 5, characterized in that, The front floor (3) further includes a first crossbeam (34) and a second crossbeam (35). One end of the first crossbeam (34) is connected to at least one of the sill beam (31) and the front vertical plate (13). The other end of the first crossbeam (34) is connected to at least one of the sill beam (31) and the front vertical plate (13) on the other side of the vehicle body. The two ends of the second crossbeam (35) are respectively connected to the two ends of the first crossbeam (34) so ​​that a hollow structure (300) is formed between the first crossbeam (34) and the second crossbeam (35). The wheel arch side beam (12) forms a force transmission path with the first crossbeam (34) through the front vertical plate (13).

7. The lower body assembly according to claim 6, characterized in that, The front cabin floor (1) also includes a front longitudinal beam (11) extending from front to rear along the length of the vehicle body. The front longitudinal beam (11) is connected in sequence to the first crossbeam (34) and the second crossbeam (35). The front floor (3) also includes a center tunnel cover (36) and a front longitudinal beam cover (37). At least a portion of the center tunnel cover (36) extends along the length of the vehicle body, and at least a portion of the front longitudinal beam cover (37) extends along the length of the vehicle body and along the width of the vehicle body. The center tunnel cover (36) is located in the middle of the vehicle body, and the front longitudinal beam cover (37)... 7) Located on one side of the central channel cover plate (36), wherein the front longitudinal beam (11) forms a force transmission path with the sill beam (31) through the first crossbeam (34) and the second crossbeam (35), and / or, the front longitudinal beam (11) forms a force transmission path with the central channel cover plate (36) through the first crossbeam (34) and the second crossbeam (35), and / or, the front longitudinal beam (11) forms a force transmission path with the front longitudinal beam cover plate (37) through the first crossbeam (34) and the second crossbeam (35).

8. The lower body assembly according to claim 6 or 7, characterized in that, The front floor (3) also includes a third crossbeam (38), a fourth crossbeam (39) and a fifth crossbeam (310). The third crossbeam (38), the fourth crossbeam (39) and the fifth crossbeam (310) are spaced apart along the length of the vehicle body. The two sides of the third crossbeam (38) are connected to the sill beam (31) respectively. The two sides of the fifth crossbeam (310) are connected to the sill beam (31) respectively. The two sides of the fourth crossbeam (39) are connected to the upper reinforcing plate (335) of the slide rail respectively. The projection of the fourth crossbeam (39), the projection of the B-pillar and the projection of the sill slide rail (32) coincide along the length of the vehicle body.

9. The lower body assembly according to claim 8, characterized in that, The rear floor (2) includes a rear longitudinal beam (21) and a sixth cross beam (22). The two sides of the sixth cross beam (22) are respectively connected to the rear longitudinal beam (21). The lower body assembly also includes multiple battery mounting points. The multiple battery mounting points include multiple front mounting points, multiple rear mounting points, multiple middle mounting points and multiple side mounting points. The multiple front mounting points are connected to the second cross beam (35). The multiple side mounting points are connected to the sill beam (31). The multiple rear mounting points are connected to at least one of the fifth cross beam (310) and the sixth cross beam (22). The multiple middle mounting points are connected to at least one of the third cross beam (38) and the fourth cross beam (39).

10. A vehicle, characterized in that, The vehicle has a lower body assembly, which is the lower body assembly according to any one of claims 1-9.

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