Floor of a vehicle and vehicle

Abstract

The application discloses a floor of a vehicle and the vehicle, and the floor of the vehicle comprises a floor body, a longitudinal beam, and a reinforcing rib assembly, wherein the reinforcing rib assembly comprises a first reinforcing rib and a second reinforcing rib, the first reinforcing rib and the second reinforcing rib are both configured as an arc structure, the first reinforcing rib is connected with the second reinforcing rib, a first side wall is connected with the first reinforcing rib, and a second side wall is connected with the second reinforcing rib. By changing the ejection direction of the longitudinal beam and configuring the first reinforcing rib and the second reinforcing rib as the arc structure, the two-mold design can be realized, the manufacturing speed is improved, and the manufacturing time is reduced. In addition, the first reinforcing rib and the second reinforcing rib in the arc structure can reduce the thickness and the number of the ribs, thereby reducing the corresponding cost. Moreover, the first reinforcing rib and the second reinforcing rib utilize the jumping flea backward resistance impact design, and when the vehicle collides, an effective force transmission path can be built, so that the impact energy can be better absorbed and dispersed, and the crashworthiness requirement can be met.

Description

Technical Field

[0001] This invention relates to the field of vehicle technology, and in particular to a vehicle floor and a vehicle. Background Technology

[0002] In related technologies, the vehicle floor includes two longitudinal beams, two rear sections of the longitudinal beams, and a floor crossbeam. The two longitudinal beams are spaced apart. Each longitudinal beam includes a main body and a rear joint connected to the main body. The main body and the rear joint are integrally cast from aluminum alloy. The rear sections of the two longitudinal beams are respectively connected to the rear joints of the two longitudinal beams. The rear sections of the longitudinal beams are produced by aluminum extrusion, and protrusions are formed on the internal reinforcing ribs. The floor crossbeam includes a crossbeam, and both ends of the crossbeam are respectively connected to the main body of the two longitudinal beams.

[0003] However, existing vehicle floors also have significant drawbacks: the mold release direction of the longitudinal beams cannot improve manufacturing speed and reduce manufacturing time; the reinforcing ribs are densely packed, numerous, and heavy, making it impossible to reduce corresponding costs; and the energy absorption effect of the reinforcing ribs is poor, failing to meet collision performance requirements. Summary of the Invention

[0004] This invention aims to at least solve one of the technical problems existing in the prior art. To this end, this invention proposes a vehicle floor that can construct an effective force transmission path, thereby better absorbing and dispersing impact energy and meeting collision performance requirements.

[0005] The present invention further proposes a vehicle.

[0006] The vehicle floor according to the present invention includes: a floor body; a longitudinal beam disposed on at least one side of the floor body in a left-right direction, the longitudinal beam including: a first sidewall and a second sidewall, the first sidewall and the second sidewall being disposed opposite to each other, and the second sidewall being closer to the outside of the vehicle than the first sidewall; and a reinforcing rib assembly including: a first reinforcing rib and a second reinforcing rib, both the first reinforcing rib and the second reinforcing rib being constructed as arc-shaped structures, the first reinforcing rib being connected to the second reinforcing rib, the first sidewall being connected to the first reinforcing rib, and the second sidewall being connected to the second reinforcing rib.

[0007] According to the present invention, the floor of the vehicle is designed by changing the mold release direction of the longitudinal beams and constructing both the first and second reinforcing ribs as arc-shaped structures. This allows for a two-mold design with one mold, improving manufacturing speed and reducing manufacturing time. In addition, the arc-shaped structure of the first and second reinforcing ribs can reduce the thickness and number of ribs, thereby reducing the corresponding cost. Furthermore, the first and second reinforcing ribs utilize a flea-like backward impact resistance design, which can construct an effective force transmission path when the vehicle collides, thereby better absorbing and dispersing impact energy and meeting collision performance requirements.

[0008] In some examples of the present invention, the connection point between the first sidewall and the first reinforcing rib is the first tangent point, and the connection point between the second sidewall and the second reinforcing rib is the second tangent point. The first sidewall is tangent to the first tangent point, and the second sidewall is tangent to the second tangent point.

[0009] In some examples of the present invention, the reinforcing rib assembly further includes: a first connecting rib, the first connecting rib being connected between the first tangent point and the second reinforcing rib; and / or the reinforcing rib assembly further includes: a second connecting rib, the second connecting rib being connected between the second tangent point and the first reinforcing rib.

[0010] In some examples of the present invention, the reinforcing rib assembly further includes: a third connecting rib connected to the first reinforcing rib; and / or the reinforcing rib assembly further includes: a fourth connecting rib connected to the second reinforcing rib.

[0011] In some examples of the present invention, the longitudinal beam further includes a third sidewall connected between the first sidewall and the second sidewall, and the reinforcing rib assembly further includes a third reinforcing rib connected to at least one of the first reinforcing rib and the second reinforcing rib, the third reinforcing rib being connected to the third sidewall, and the third sidewall being tangent to the third reinforcing rib at the connection with the third reinforcing rib.

[0012] In some examples of the present invention, the central angles corresponding to the first reinforcing rib and the second reinforcing rib are both α, and the value range of α is: 90°≤α<360°.

[0013] In some examples of the present invention, the vehicle floor further includes: a sill beam disposed on both sides of the floor body in the left-right direction, and the reinforcing rib assembly is also disposed at least on the sill beam located on one side of the floor body in the left-right direction.

[0014] In some examples of the present invention, the vehicle floor further includes: a shock absorber mounting component disposed on the longitudinal beam, the shock absorber mounting component having a wall thickness of d, the value of d being 45mm≤d≤50mm.

[0015] In some examples of the invention, the vehicle floor further includes an energy-absorbing box disposed on the rear side of the longitudinal beam.

[0016] The vehicle according to the present invention includes: the floor of the vehicle described above.

[0017] Additional aspects and advantages of the invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description

[0018] The above and / or additional aspects and advantages of the present invention will become apparent and readily understood from the description of the embodiments taken in conjunction with the following drawings, in which: Figure 1 This is a schematic diagram of the structure of the floor of a vehicle according to an embodiment of the present invention; Figure 2 This is a schematic diagram of the first part of the floor structure of a vehicle according to an embodiment of the present invention; Figure 3 This is a schematic diagram of the second part of the floor structure of a vehicle according to an embodiment of the present invention.

[0019] Figure label: 1. Floor; 10. Floor main body; 20. Longitudinal beam; 200. First side wall; 201. Second side wall; 202. Third side wall; 30. Reinforcing rib assembly; 300. First reinforcing rib; 301. Second reinforcing rib; 302. First connecting rib; 303. Second connecting rib; 304. Fourth connecting rib; 305. Third reinforcing rib; 40. Threshold beam; 50. Vibration damper mounting component; 60. Energy absorption box; 70. Clearance component. Detailed Implementation

[0020] The embodiments of the present invention are described in detail below. The embodiments described with reference to the accompanying drawings are exemplary. The embodiments of the present invention are described in detail below.

[0021] The following is for reference. Figures 1-3 Describes the floor of a vehicle according to an embodiment of the present invention.

[0022] like Figures 1-3As shown, the vehicle floor 1 according to an embodiment of the present invention includes: a floor body 10, longitudinal beams 20, and reinforcing rib assembly 30. The floor body 10 is the main part of the vehicle floor 1, which can form the passenger compartment floor, participate in the overall structural load bearing of the vehicle body, and can improve the rigidity of the vehicle body. The longitudinal beams 20 can enhance longitudinal rigidity and provide installation support. The reinforcing rib assembly 30 can play a reinforcing role, which can strengthen local rigidity, improve performance, optimize load distribution and structural efficiency.

[0023] like Figures 1-3 As shown, the longitudinal beam 20 is disposed on at least one side of the floor body 10 in the left-right direction. The longitudinal beam 20 includes a first side wall 200 and a second side wall 201. The first side wall 200 and the second side wall 201 are disposed opposite to each other, and the second side wall 201 is closer to the outside of the vehicle than the first side wall 200. The longitudinal beam 20 can be set on the left, right, or both sides of the floor body 10, which can construct an effective force transmission path and improve the torsional stiffness of the vehicle. The first side wall 200 and the second side wall 201 are components of the longitudinal beam 20. The first side wall 200 and the second side wall 201 can provide structural stiffness, construct a force transmission path, and can be used to connect and set other components. The first side wall 200 and the second side wall 201 are arranged opposite to each other, that is, the first side wall 200 and the second side wall 201 are spatially facing each other, roughly parallel or symmetrically arranged, located on the left and right sides of the cross section of the longitudinal beam 20, together enclosing a cavity or groove structure. Compared with the first side wall 200, the second side wall 201 is closer to the outside of the vehicle. The first side wall 200 is set on the side closer to the inside of the vehicle, and the second side wall 201 is set on the side closer to the outside of the vehicle. At this time, the first side wall 200 and the second side wall 201 are more in line with the actual working conditions and can construct an effective force transmission path.

[0024] The reinforcing rib assembly 30 includes a first reinforcing rib 300 and a second reinforcing rib 301. Both the first reinforcing rib 300 and the second reinforcing rib 301 are constructed with an arc shape. The first reinforcing rib 300 is connected to the second reinforcing rib 301, the first sidewall 200 is connected to the first reinforcing rib 300, and the second sidewall 201 is connected to the second reinforcing rib 301. The first reinforcing rib 300 and the second reinforcing rib 301 can play a role in vibration damping, strengthening local stiffness, improving performance, optimizing load distribution and structural efficiency. The arc shape of both the first reinforcing rib 300 and the second reinforcing rib 301 allows for more even distribution of stress when subjected to load, reducing local stress concentration, lowering the risk of fatigue damage, and increasing overall stiffness. Furthermore, it allows for a reduction in the thickness and number of the first reinforcing ribs 300 and the second reinforcing rib 301, thereby reducing costs. Additionally, in the event of a collision, they can better absorb and disperse impact energy, protecting the safety of passengers inside the vehicle. The first reinforcing rib 300... The first sidewall 200 is connected to the second reinforcing rib 301, and the second sidewall 201 is connected to the second reinforcing rib 301. The first sidewall 200 and the second sidewall 201 can be connected through the first reinforcing rib 300 and the second reinforcing rib 301. The first reinforcing rib 300 and the second reinforcing rib 301 utilize a flea-like backward impact resistance design. When a side collision occurs, the impact force can be transferred from the second sidewall 201 to the second reinforcing rib 301, then to the first reinforcing rib 300, and finally to the first sidewall 200. This can construct an effective force transmission path, thereby better absorbing and dispersing impact energy and protecting the safety of passengers inside the vehicle.

[0025] Therefore, by changing the ejection direction of the longitudinal beam 20 and constructing both the first reinforcing rib 300 and the second reinforcing rib 301 as arc-shaped structures, a two-mold design can be achieved, increasing manufacturing speed and reducing manufacturing time. In addition, the arc-shaped structure of the first reinforcing rib 300 and the second reinforcing rib 301 can reduce the thickness and number of ribs, thereby reducing the corresponding cost. Moreover, the first reinforcing rib 300 and the second reinforcing rib 301 utilize a flea-like backward impact resistance design, which can construct an effective force transmission path when a vehicle collides, thereby better absorbing and dispersing impact energy and meeting collision performance requirements.

[0026] Specifically, the connection point between the first sidewall 200 and the first reinforcing rib 300 is the first tangent point, and the connection point between the second sidewall 201 and the second reinforcing rib 301 is the second tangent point. The first sidewall 200 is tangent to the first tangent point, and the second sidewall 201 is tangent to the second tangent point. In other words, the first sidewall 200 and the first reinforcing rib 300 are connected tangentially, and the second sidewall 201 and the second reinforcing rib 301 are connected tangentially. This allows the layout of the first and second reinforcing ribs 300 and 301 to follow the force transmission path, and allows the orientation of the first and second reinforcing ribs 300 and 301 to overlap or be parallel to the force transmission direction. This ensures maximum energy transmission efficiency and allows the first and second reinforcing ribs 300 and 301 to play their maximum role within their mechanical performance range. As a result, the maximum performance benefit can be obtained with the least amount of material, which can meet the collision performance requirements. When a side collision occurs, the collision force can be transmitted from the second sidewall 201 to the second reinforcing rib 301, then to the first reinforcing rib 300, and finally to the first sidewall 200. This can construct an effective force transmission path, thereby better absorbing and dispersing impact energy and protecting the safety of passengers inside the vehicle.

[0027] Among them, such as Figures 1-3 As shown, the reinforcing rib assembly 30 further includes: a first connecting rib 302, which connects the first tangent point and the second reinforcing rib 301; and / or the reinforcing rib assembly further includes: a second connecting rib 303, which connects the second tangent point and the first reinforcing rib 300. The first connecting rib 302 serves a connecting function, connecting the first tangent point and the second reinforcing rib 301. Thus, the first connecting rib 302 strengthens the structural strength and connection stability at the connection between the first sidewall 200 and the first reinforcing rib 300, ensuring the construction of an effective force transmission path. The second connecting rib 303 also serves a connecting function, connecting the second tangent point and the first reinforcing rib 300. Thus, the second connecting rib 303 strengthens the structural strength and connection stability at the connection between the second sidewall 201 and the second reinforcing rib 301, ensuring the construction of an effective force transmission path.

[0028] In addition, such as Figures 1-3As shown, the reinforcing rib assembly 30 further includes: a third connecting rib, which is connected to the first reinforcing rib 300, and / or the reinforcing rib assembly 30 further includes: a fourth connecting rib 304, which is connected to the second reinforcing rib 301. The third connecting rib can serve a connecting function, and being connected to the first reinforcing rib 300, the third connecting rib can strengthen the structural strength of the first reinforcing rib 300, making it less prone to damage. The fourth connecting rib 304 can also serve a connecting function, and being connected to the second reinforcing rib 301, the fourth connecting rib 304 can strengthen the structural strength of the second reinforcing rib 301, making it less prone to damage. Both the third and fourth connecting ribs 304 can be provided simultaneously, or either the third or fourth connecting rib 304 can be provided alone.

[0029] Optionally, such as Figure 1 and Figure 2 As shown, the longitudinal beam 20 further includes a third sidewall 202, which is connected between the first sidewall 200 and the second sidewall 201. The reinforcing rib assembly 30 further includes a third reinforcing rib 305, which is connected to at least one of the first reinforcing rib 300 and the second reinforcing rib 301. The third reinforcing rib 305 is connected to the third sidewall 202, and the third sidewall 202 is tangent to the third reinforcing rib 305 at the connection point with the third reinforcing rib 305.

[0030] The third sidewall 202 provides structural stiffness, establishes a force transmission path, and can be used to connect and install other components. The third sidewall 202 is connected between the first sidewall 200 and the second sidewall 201. At this point, the third sidewall 202, the first sidewall 200, and the second sidewall 201 form a whole, collectively enclosing a cavity structure. The reinforcing rib assembly 30 also includes a third reinforcing rib 305, which can play a vibration damping role, enhance local stiffness, improve performance, optimize load distribution, and structural efficiency. The third reinforcing rib 305 is connected to at least one of the first reinforcing rib 300 and the second reinforcing rib 301. The third reinforcing rib 305 is connected to the third sidewall 202. In the event of a side collision, the collision force can be transmitted from the second sidewall 201 to the second reinforcing rib 301, then to the third reinforcing rib 305, and finally to the third sidewall 202. Force can be transmitted from the second sidewall 201 to the second reinforcing rib 301, then to the first reinforcing rib 300, then to the third reinforcing rib 305, and finally to the third sidewall 202. This constructs an effective force transmission path, thereby better absorbing and dispersing impact energy and protecting the safety of passengers inside the vehicle. The third sidewall 202 is tangent to the third reinforcing rib 305 at the connection point. The third sidewall 202 is connected to the third reinforcing rib 305 in a tangential manner. This allows the layout of the third reinforcing rib 305 to follow the force transmission path, and allows the setting direction of the third reinforcing rib 305 to overlap or be parallel to the force transmission direction. This ensures that the energy transmission efficiency is maximized, and allows the third reinforcing rib 305 to play its maximum role within its mechanical performance range. This achieves the greatest performance benefit with the least amount of material and meets the collision performance requirements.

[0031] Of course, such as Figures 1-3As shown, the central angles corresponding to the first reinforcing rib 300 and the second reinforcing rib 301 are both α, and the range of α is: 90°≤α<360°. It should be noted that the central angles corresponding to the first reinforcing rib 300 and the second reinforcing rib 301 must both meet certain ranges. Specifically, the central angles corresponding to the first reinforcing rib 300 and the second reinforcing rib 301 cannot be too small, that is, less than 90°. If this is the case, the first reinforcing rib 300 and the second reinforcing rib 301 will have a large degree of bending. At this time, the structural strength and stiffness of the first reinforcing rib 300 and the second reinforcing rib 301 will be small, and they will not be able to form an effective load transfer path when under stress, and will easily become stress concentration points, resulting in deformation and damage. In addition, it is not conducive to the arrangement of the first reinforcing rib 300 and the second reinforcing rib 301. At the same time, the central angles corresponding to the first reinforcing rib 300 and the second reinforcing rib 301 cannot be too large, that is, they cannot be equal to 360°. If this is the case, the first reinforcing rib 300 and the second reinforcing rib 301 will each form a closed loop, and there will be no deformation space when under stress, making them prone to cracking and damage. Therefore, in order to better realize the reinforcing effect of the first reinforcing rib 300 and the second reinforcing rib 301, the central angles corresponding to the first reinforcing rib 300 and the second reinforcing rib 301 can both be set to 90 degrees to 360 degrees.

[0032] Furthermore, such as Figure 1 and Figure 2 As shown, the vehicle floor 1 also includes: a sill beam 40, which is disposed on both sides of the floor body 10 in the left-right direction. A reinforcing rib assembly 30 is also disposed at least on one side of the sill beam 40 in the left-right direction. The sill beam 40 provides lateral collision protection, enhances the rigidity of the vehicle body, and serves as an installation and support. The sill beam 40's placement on both sides of the floor body 10 in the left-right direction creates a complete lateral collision protection system. In the event of a collision, it establishes an effective force transmission path, thereby better absorbing and dispersing impact energy, protecting the safety of passengers, and significantly improving the overall rigidity of the vehicle body. The reinforcing rib assembly 30 is also disposed at least on one side of the sill beam 40 in the left-right direction. By changing the design of the sill beam 40 and incorporating the reinforcing rib assembly 30, and by constructing both the first reinforcing rib 300 and the second reinforcing rib 301 as arc-shaped structures, a two-mold design can be implemented, thereby increasing manufacturing speed and reducing manufacturing time.

[0033] In addition, such as Figures 1-3As shown, the vehicle floor 1 also includes: a shock absorber mounting component 50, which is disposed on the longitudinal beam 20. The wall thickness of the shock absorber mounting component 50 is d, and the value range of d is 45mm≤d≤50mm. The vibration damper mounting component 50 can be used to reliably connect the vibration damper. The vibration damper mounting component 50 is set on the longitudinal beam 20. At this time, the longitudinal beam 20 can fix and support the vibration damper mounting component 50, which facilitates the installation and setting of the vibration damper mounting component 50. The wall thickness of the vibration damper mounting component 50 needs to meet a certain range. Specifically, the wall thickness of the vibration damper mounting component 50 cannot be too small, that is, less than 45mm. Otherwise, the structural strength of the vibration damper mounting component 50 will be insufficient, and it will be prone to plastic bending or crushing, affecting the installation and setting of the vibration damper. At the same time, the wall thickness of the vibration damper mounting component 50 cannot be too large, that is, greater than 50mm. Otherwise, the mold life cannot be fully considered, there will be many hot spots, and the mold will have overheated areas, which will cause the mold to age prematurely. Therefore, in order to reduce the hot spots of large scrap and avoid mold aging, the wall thickness of the vibration damper mounting component 50 should be set to 45mm to 50mm. It should be noted that the previous damper mounting component 50 wall thickness was set to 70mm. At this time, the mold life was not fully considered, and there were many hot spots, which caused the mold to overheat and age prematurely.

[0034] It should be noted that, as Figure 1 and Figure 2 As shown, the vehicle floor 1 also includes an energy-absorbing box 60, which is located on the rear side of the longitudinal beam 20. The energy-absorbing box 60 can absorb energy through collapse, thus providing protection. Located on the rear side of the longitudinal beam 20, the energy-absorbing box 60 can collapse and deform during a rear-end collision, converting the vehicle's kinetic energy into the plastic deformation energy and thermal energy of the material. This effectively reduces the peak acceleration and intrusion transmitted to the main body structure, minimizing injury to occupants or critical systems. Secondly, it optimizes the collision force transmission path, preventing stress concentration or structural fracture due to sudden changes in stiffness, and better absorbs and disperses impact energy, improving overall collision performance and protecting the safety of passengers. Furthermore, the energy-absorbing box 60 can be replaced individually after collapse damage, preventing deformation of the longitudinal beam or the main floor 10 and reducing collision repair costs.

[0035] Optionally, such as Figure 1 and Figure 2 As shown, the vehicle floor 1 also includes a clearance member 70, which is disposed on the floor body 10 to clear the foot space. The clearance member 70 can play a clearance role, and since it is disposed on the floor body 10, it can clear the foot space without interfering with the installation of the motor, thus ensuring smooth final assembly.

[0036] In addition, the floor 1 of the previous vehicle had holes. These holes can be redesigned, and mounting plates can be added to the locations of the holes for installing other components. This would increase the usable space of the floor body 10 and thus improve the overall integration.

[0037] The vehicle according to an embodiment of the present invention includes: the floor 1 of the vehicle described in the above embodiments.

[0038] In the description of this invention, it should be understood that the terms "center," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," "axial," "radial," and "circumferential" indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing this invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this invention.

[0039] In the description of this invention, "first feature" and "second feature" may include one or more of the features. In the description of this invention, "a plurality of" means two or more. In the description of this invention, "above" or "below" the second feature may include direct contact between the first and second features, or it may include contact between the first and second features not being in direct contact but through another feature between them. In the description of this invention, "above," "over," and "on top" of the second feature includes the first feature being directly above or diagonally above the second feature, or simply indicating that the first feature is at a higher horizontal level than the second feature.

[0040] In the description of this specification, references to terms such as "one embodiment," "some embodiments," "illustrative embodiment," "example," "specific example," or "some examples," etc., refer to specific features, structures, materials, or characteristics described in connection with that embodiment or example, which are included in at least one embodiment or example of the present invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example.

[0041] Although embodiments of the invention have been shown and described, those skilled in the art will understand that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the claims and their equivalents.

Claims

1. A vehicle floor (1), characterized in that, include: Floor main body (10); A longitudinal beam (20) is provided on at least one side of the floor body (10) in the left-right direction. The longitudinal beam (20) includes a first side wall (200) and a second side wall (201). The first side wall (200) and the second side wall (201) are provided opposite to each other, and the second side wall (201) is closer to the outside of the vehicle than the first side wall (200). The reinforcing rib assembly (30) includes: a first reinforcing rib (300) and a second reinforcing rib (301), both the first reinforcing rib (300) and the second reinforcing rib (301) being constructed as arc-shaped structures, the first reinforcing rib (300) being connected to the second reinforcing rib (301), the first sidewall (200) being connected to the first reinforcing rib (300), and the second sidewall (201) being connected to the second reinforcing rib (301).

2. The vehicle floor (1) according to claim 1, characterized in that, The connection between the first sidewall (200) and the first reinforcing rib (300) is the first tangent point, and the connection between the second sidewall (201) and the second reinforcing rib (301) is the second tangent point. The first sidewall (200) is tangent to the first tangent point, and the second sidewall (201) is tangent to the second tangent point.

3. The vehicle floor (1) according to claim 2, characterized in that, The reinforcing rib assembly (30) further includes: a first connecting rib (302), the first connecting rib (302) being connected between the first tangent point and the second reinforcing rib (301); and / or The reinforcing rib assembly further includes a second connecting rib (303), which is connected between the second tangent point and the first reinforcing rib (300).

4. The floor (1) of the vehicle according to claim 1, characterized in that, The reinforcing rib assembly (30) further includes: a third connecting rib, the third connecting rib being connected to the first reinforcing rib (300); and / or The reinforcing rib assembly (30) further includes a fourth connecting rib (304), which is connected to the second reinforcing rib (301).

5. The floor (1) of the vehicle according to claim 1, characterized in that, The longitudinal beam (20) further includes a third sidewall (202), which is connected between the first sidewall (200) and the second sidewall (201). The reinforcing rib assembly (30) further includes a third reinforcing rib (305), which is connected to at least one of the first reinforcing rib (300) and the second reinforcing rib (301). The third reinforcing rib (305) is connected to the third sidewall (202), and the third sidewall (202) is tangent to the third reinforcing rib (305) at the connection point with the third reinforcing rib (305).

6. The floor (1) of the vehicle according to claim 1, characterized in that, The central angles corresponding to the first reinforcing rib (300) and the second reinforcing rib (301) are both α, and the value range of α is: 90°≤α<360°.

7. The floor (1) of the vehicle according to claim 1, characterized in that, Also includes: A threshold beam (40) is provided on both sides of the floor body (10) in the left-right direction, and the reinforcing rib assembly (30) is also provided on at least one side of the threshold beam (40) located in the left-right direction of the floor body (10).

8. The floor (1) of the vehicle according to claim 1, characterized in that, Also includes: The vibration damper mounting component (50) is disposed on the longitudinal beam (20). The wall thickness of the vibration damper mounting component (50) is d, and the value range of d is: 45mm≤d≤50mm.

9. The floor (1) of the vehicle according to claim 1, characterized in that, Also includes: An energy-absorbing box (60) is disposed on the rear side of the longitudinal beam (20).

10. A vehicle, characterized in that, include: The floor (1) of the vehicle according to any one of claims 1-9.

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