Automobile front floor assembly structure and automobile

Abstract

The application relates to the technical field of automobile front floor assembly, and discloses an automobile front floor assembly structure and an automobile. A middle channel assembly is arranged on a front floor body, and left and right sides of the middle channel assembly are connected with front seat front crossbeams; the height of the middle channel assembly gradually decreases from the position of the front seat front crossbeams to the rear; a front seat rear crossbeam assembly is arranged at the rear side of the front seat front crossbeam, the front seat rear crossbeam assembly is an integrated crossbeam structure, and the front seat rear crossbeam assembly spans the rear position of the middle channel assembly; the application can be used for fuel and oil-electric hybrid two power vehicle models, can maximize the force transmission path on the side of the front floor assembly, and can realize the safety performance of a side column impact working condition at a lower cost, and can improve the competitiveness of automobile products.

Description

Technical Field

[0001] This invention relates to the field of automotive front floor assembly technology, and in particular to an automotive front floor assembly structure and an automobile. Background Technology

[0002] Side pillar impact is a stringent test for electric vehicles. This test involves significant intrusion, reduces occupant survival space, and can easily compress the battery pack located under the front floor, leading to electrical safety risks. Therefore, designing a more effective force transmission path for the front floor structure is crucial to ensuring safety during side pillar impact tests.

[0003] The front floor assembly of a car is generally designed as a platform. For platforms that accommodate both gasoline and hybrid powertrains, the central tunnel area of ​​the front floor needs to be raised to accommodate the exhaust pipe routing of gasoline vehicles. This prevents the front seat crossbeams from running horizontally across the front floor, thus disrupting the formation of a continuous lateral force transmission path. Therefore, meeting the side pillar tolerance standards is more challenging for platform structures that accommodate both gasoline and hybrid powertrains. Summary of the Invention

[0004] In view of the shortcomings of the existing technology, the purpose of this invention is to provide a front floor assembly structure for automobiles and an automobile to solve the above-mentioned problems.

[0005] To achieve the above objectives, the present invention is implemented through the following technical solution: A front floor assembly structure for automobiles includes a front floor body, a central channel assembly on the front floor body, and front crossbeams of the front seats connected to the left and right sides of the central channel assembly respectively; the height of the central channel assembly gradually decreases from the position of the front crossbeams of the front seats to the rear. The front seat rear crossbeam assembly is located behind the front crossbeam of the front seat. The front seat rear crossbeam assembly is an integrated crossbeam structure that spans the rear of the center tunnel assembly.

[0006] As a further implementation, the main body of the center channel assembly is the center channel body, and the top of the center channel body is fixedly connected to the front reinforcing plate of the center channel.

[0007] As a further implementation, the front crossbeam of the front seat includes a left front crossbeam and a right front crossbeam of the front seat, with one end of the left front crossbeam and the right front crossbeam of the front seat fixedly connected to the front reinforcement plate of the center channel. It also includes a center channel cover plate, which is located on top of the center channel assembly and arranged along the X-axis. The two sides of the center channel cover plate are fixedly connected to the front crossbeam of the front seat.

[0008] As a further implementation, a lower reinforcing plate is provided inside the central channel body. The lower reinforcing plate has a U-shaped cross-section with an upward opening, and both ends are fixedly connected to the inner wall of the central channel body. The lower reinforcing plate and the front crossbeam of the front seat are both arranged along the Y-axis direction.

[0009] As a further implementation, the front reinforcing plate of the central channel is spot-welded to the front, rear, left, and right sides of the central channel body, forming a closed cavity structure in conjunction with the lower reinforcing plate of the central channel.

[0010] As a further implementation, the central tunnel body has a front-high and rear-low structure, starting from the front crossbeam area of ​​the front seat and decreasing to its minimum height at the rear crossbeam assembly of the front seat, with the rear crossbeam assembly of the front seat spanning the central tunnel body from its minimum height.

[0011] As a further implementation, the Z-direction cross-sectional dimension of the front seat rear crossbeam assembly is ≥50mm.

[0012] As a further implementation, a rear reinforcing beam is fixedly provided inside the front seat rear crossbeam assembly. The rear reinforcing beam spans the central tunnel body and its length is less than that of the front seat rear crossbeam assembly.

[0013] As a further implementation, each end of the front seat rear crossbeam assembly is provided with a connecting plate to buffer collisions.

[0014] Secondly, an automobile is provided with a front floor assembly structure as described in any of the preceding descriptions.

[0015] The beneficial effects of the present invention are as follows: This invention designs the center tunnel body with a front-high, rear-low structure, allowing the front seat rear crossbeam assembly to span the rear of the center tunnel assembly as a single, integrated crossbeam structure, forming a continuous lateral force transmission path. Compared to the existing two-section structure where the front seat rear crossbeam is interrupted at the center tunnel, the integrated, continuous design of this invention significantly improves the overall rigidity and load-bearing capacity of the crossbeam. In side pole impact scenarios, it can more effectively transfer collision energy, reduce vehicle intrusion, protect occupant survival space, and simultaneously reduce the risk of compression of the battery pack under the front floor, thus improving electrical safety performance.

[0016] This invention features a rear reinforcing beam fixedly installed inside the front seat rear crossbeam assembly. This beam spans the central tunnel body, forming a double-layered reinforcement structure with the front seat rear crossbeam assembly. This double-layered design further enhances the bending and torsional stiffness of the crossbeam, enabling it to withstand greater loads during a collision without excessive deformation. This ensures the stability and reliability of the force transmission path and significantly improves the consistency of side-impact tests.

[0017] This invention, through meticulous planning of the central tunnel area, allows the height of the central tunnel body to gradually decrease from the front seat crossbeam area to its minimum height at the rear front seat crossbeam assembly. This front-high-rear-low structural design not only meets the space requirements for the centrally located exhaust pipe of a gasoline vehicle, but also provides the necessary Z-axis space for the passage of the rear front seat crossbeam assembly. This achieves platform commonality for both gasoline and hybrid electric vehicles, reduces the development scope of different powertrain models, lowers development costs, and enhances product profitability. Attached Figure Description

[0018] The accompanying drawings, which form part of this invention, are used to provide a further understanding of the invention. The illustrative embodiments of the invention and their descriptions are used to explain the invention and do not constitute an improper limitation of the invention.

[0019] Figure 1 This is a schematic diagram of the automotive front floor assembly structure in an embodiment of the present invention; Figure 2 This is a top view of the automotive front floor assembly structure in an embodiment of the present invention; Figure 3 yes Figure 2 AA section diagram; Figure 4 This is a partial schematic diagram of the automotive front floor assembly structure in an embodiment of the present invention; Figure 5 yes Figure 2 Middle BB section view; Figure 6 This is a partial schematic diagram of the automotive front floor assembly structure in an embodiment of the present invention; Figure 7 This is a partial schematic diagram of the automotive front floor assembly structure in an embodiment of the present invention; Figure 8 This is a partial schematic diagram of the automotive front floor assembly structure in an embodiment of the present invention.

[0020] The diagram exaggerates the spacing or dimensions between parts to show their positions; the diagram is for illustrative purposes only.

[0021] 6-Front floor body; 8-Front longitudinal beam top cover plate; 9-Front longitudinal beam top cover plate; 4-Center channel assembly; 5-Central channel upper cover plate; 10-Central channel front reinforcing plate; 11-Central channel body ; 2- Front seat left front crossbeam; 7-Lower reinforcement plate of the middle channel 3-Right front crossbeam of the front seat; 13 - Rear crossbeam left connecting plate; 1-Front seat rear crossbeam assembly; 14-Rear reinforcement beam ;12-Right connecting plate of the rear crossbeam. Detailed Implementation

[0022] It should be noted that the following detailed description is illustrative and intended to provide further explanation of the invention. Unless otherwise specified, all technical and scientific terms used in this invention have the same meaning as commonly understood by one of ordinary skill in the art to which this invention pertains.

[0023] Example 1 In a typical embodiment of the present invention, reference is made to Figures 1-8 As shown, a front floor assembly structure for automobiles is presented. This structure is mainly used in automobile platforms that accommodate both gasoline and hybrid powertrains. By optimizing the structural design of the front floor assembly, high safety performance under side pole impact conditions is achieved.

[0024] The automotive front floor assembly structure of this embodiment includes a front floor body 6, a central tunnel assembly 4, a front seat front crossbeam assembly, a front seat rear crossbeam assembly 1, and related reinforcing plates and connecting plates, etc. The components are connected by welding to form an integral load-bearing structure.

[0025] like Figure 1 As shown, the front floor body 6 is the basic structure of the front floor assembly of the car. It is a plate-like structure that unfolds along the XY plane of the vehicle body, forming the floor of the front passenger compartment. The front end of the front floor body 6 is connected to the front longitudinal beam cover plate 8 and the front longitudinal beam cover plate 9. The front longitudinal beam cover plate 8 and the front longitudinal beam cover plate 9 are located on the left and right sides of the front floor body 6, respectively, extending along the X-axis direction, and are used to connect with the longitudinal beam structure at the front of the vehicle body to form the force transmission path at the front.

[0026] The central area of ​​the front floor body 6 is provided with a central tunnel assembly 4, which is arranged along the X-axis and extends from the front end of the front floor body 6 to the rear seat area.

[0027] The central channel assembly 4 is one of the core structures in this embodiment. Its main function is to provide space for the exhaust pipe of a gasoline vehicle, and at the same time, to provide a routing channel for components such as high-voltage wiring harnesses in a hybrid electric vehicle. Figures 1-3 As shown, the main body of the central channel assembly 4 is the central channel body 11, which has a raised arched structure that protrudes upward from the front floor body 6 to form a longitudinally extending channel space. The cross-sectional shape of the central channel body 11 varies at different longitudinal positions, and this variation is one of the important technical features of this embodiment.

[0028] Specifically, such as Figure 7As shown, the central tunnel body 11 has a structure that is higher at the front and lower at the rear. In the area of ​​the front crossbeam of the front seat and its front portion, the central tunnel body 11 is relatively high, with a significant upward protrusion to meet the space requirements for a centrally located exhaust pipe in a gasoline vehicle. Starting from the area of ​​the front crossbeam of the front seat, the height of the central tunnel body 11 gradually decreases, and the height of the protrusion gradually diminishes as it extends rearward. At the location of the rear crossbeam assembly 1 of the front seat, the height of the central tunnel body 11 is reduced to its minimum, almost flush with the front floor body 6 or only slightly protruding. This design, higher at the front and lower at the rear, is key to achieving the through-flow of the rear crossbeam assembly of the front seat in this embodiment.

[0029] The height variation design of the central tunnel body 11 has significant technical implications. Firstly, maintaining a relatively high height in the front region ensures sufficient space for the exhaust pipe of a gasoline-powered vehicle, allowing the front floor assembly structure to be applicable to both gasoline and hybrid electric vehicles, achieving platform commonality, reducing the development scope for different powertrain models, and lowering development costs. Secondly, minimizing the height in the rear region provides the necessary Z-axis space for the front seat rear crossbeam assembly 1 to span the central tunnel body 11 as a single unit, forming a continuous lateral force transmission path. This refined spatial planning maximizes the structure's collision safety performance while meeting the layout requirements of different powertrain models.

[0030] like Figure 1 and Figure 2 As shown, the front seat front crossbeam assembly includes the left front crossbeam 2 and the right front crossbeam 3. The left front crossbeam 2 and the right front crossbeam 3 are located on the left and right sides of the center tunnel assembly 4, respectively, and are arranged along the Y-axis direction, that is, along the lateral direction of the vehicle body.

[0031] The outer ends of the left front crossbeam 2 and the right front crossbeam 3 of the front seat are connected to the left and right sides of the front floor body 6, respectively, while the inner ends (close to each other) are connected to the front side of the center tunnel assembly 4. Because the center tunnel assembly 4 is relatively high in the area of ​​the front crossbeam of the front seat, the left front crossbeam 2 and the right front crossbeam 3 of the front seat cannot directly cross the center tunnel assembly 4, thus presenting a two-section structure that is separated on the left and right.

[0032] To compensate for the insufficient structural strength caused by the lack of continuity between the front crossbeams of the front seats and the central channel, this embodiment sets multiple reinforcing plates at the front of the central channel assembly 4. Through the synergistic effect of these reinforcing plates, a continuous front force transmission path is formed.

[0033] like Figure 1 and Figure 3As shown, a front reinforcing plate 10 is provided on the top of the central channel body 11. The front reinforcing plate 10 is a plate-shaped structure that covers the front top surface of the central channel body 11, and its shape is adapted to the top contour of the front of the central channel body 11. The front reinforcing plate 10 and the central channel body 11 are connected by spot welding. The spot welding points are distributed at the front, rear, left and right edges where the front reinforcing plate 10 contacts the central channel body 11, ensuring a firm connection between the two.

[0034] like Figure 2 and Figure 3 As shown, the inner ends of the left front crossbeam 2 and the right front crossbeam 3 of the front seat are fixedly connected to the front reinforcement plate 10 of the center tunnel. Specifically, the inner end of the left front crossbeam 2 extends to the left edge of the front reinforcement plate 10 of the center tunnel and is welded to it; the inner end of the right front crossbeam 3 extends to the right edge of the front reinforcement plate 10 of the center tunnel and is welded to it. Through this connection method, although the left front crossbeam 2 and the right front crossbeam 3 of the front seat are not directly connected at the center tunnel, they are indirectly connected through the front reinforcement plate 10 of the center tunnel, forming an integral lateral force transmission structure.

[0035] like Figure 3 and Figure 4 As shown, a lower reinforcing plate 7 is provided on the inner side of the center channel body 11. The lower reinforcing plate 7 is a plate-shaped structure with a U-shaped cross-section and an upward opening. The lower reinforcing plate 7 is arranged along the Y-axis direction, consistent with the arrangement direction of the left front crossbeam 2 and the right front crossbeam 3 of the front seat, and in the same Y-direction.

[0036] The two ends of the lower reinforcing plate 7 of the central channel are fixedly connected to the inner sidewall of the central channel body 11, and the lower reinforcing plate 7 of the central channel is fixed inside the central channel body 11 by welding. The U-shaped cross section of the lower reinforcing plate 7 of the central channel gives it high bending stiffness and torsional stiffness, and it can effectively transfer load in the lateral direction.

[0037] The lower reinforcement plate 7 of the central tunnel is carefully positioned so that it is within the same cross-section as the left front crossbeam 2 and the right front crossbeam 3 of the front seat. This arrangement allows the lower reinforcement plate 7 of the central tunnel to work synergistically with the left front crossbeam 2 and the right front crossbeam 3 of the front seat to transmit force. In a side pole impact scenario, when the left side of the vehicle is struck by a pole, the collision energy is first transferred to the left front crossbeam 2 of the front seat. The left front crossbeam 2 of the front seat then transfers the energy inward. Through its connection with the front reinforcement plate 10 of the central tunnel, the energy is transferred to the front reinforcement plate 10 of the central tunnel. Finally, through the connection between the front reinforcement plate 10 of the central tunnel and the central tunnel body 11, the energy is transferred to the central tunnel body 11. Since the lower reinforcing plate 7 of the central channel is fixed to the inner side of the central channel body 11 and is in the same cross section as the front crossbeam of the front seat, energy can be transferred through the central channel body 11 to the lower reinforcing plate 7 of the central channel, and then through the lower reinforcing plate 7 of the central channel to the right side of the central channel body 11, and finally to the right front crossbeam 3 of the front seat, so as to achieve lateral energy dispersion and reduce the load pressure on one side.

[0038] like Figure 1 and Figure 3 As shown, the top of the center tunnel assembly 4 is also provided with a center tunnel cover plate 5. The center tunnel cover plate 5 is a plate-shaped structure, arranged along the X-axis direction, covering the top surface of the front part of the center tunnel body 11. The left and right sides of the center tunnel cover plate 5 are fixedly connected to the top surface of the inner end of the left front crossbeam 2 and the right front crossbeam 3 of the front seat, respectively, and are connected to the front crossbeams of the front seat by welding. The setting of the center tunnel cover plate 5 further strengthens the connection rigidity between the left front crossbeam 2 and the right front crossbeam 3 of the front seat, making the two form a more stable overall structure.

[0039] Through the synergistic effect of the aforementioned front reinforcing plate 10, lower reinforcing plate 7, and upper cover plate 5 of the central channel, a complex reinforcing structure system is formed in the front crossbeam area of ​​the front seat. The front reinforcing plate 10 of the central channel is connected to the front, rear, left, and right sides of the central channel body 11 by spot welding, and together with the lower reinforcing plate 7, a closed cavity structure (not absolutely sealed) is formed inside the central channel body 11.

[0040] When subjected to external forces, the cavity structure provides a certain degree of support, while the enclosed plate structure effectively disperses the load and avoids localized stress concentration. In side-impact collisions, this enclosed cavity structure effectively transfers collision energy, compensating for the structural limitation of the front seat crossbeam not being continuous in the central channel, forming a coherent front force transmission path, and significantly improving the structural strength of the front seat crossbeam area.

[0041] like Figure 1 , Figure 2 and Figure 4As shown, the rear crossbeam assembly 1 of the front seat is another core structure of this embodiment. The rear crossbeam assembly 1 is located behind the left front crossbeam 2 and the right front crossbeam 3 of the front seat, arranged along the Y-axis. Unlike the front crossbeam assembly, the rear crossbeam assembly 1 is an integral crossbeam structure, capable of spanning the rear of the center tunnel assembly 4, forming a continuous lateral force transmission path. This is one of the important improvements of this embodiment compared to the prior art.

[0042] As mentioned earlier, the height of the center tunnel body 11 is minimized at the location of the front seat rear crossbeam assembly 1, providing the necessary Z-axis space for the front seat rear crossbeam assembly 1 to span across. The front seat rear crossbeam assembly 1 spans the center tunnel body 11 from the position where the height of the center tunnel body 11 is minimum, and extends to the left and right sides of the front floor body 6 respectively, and is fixedly connected to the front floor body 6.

[0043] The transverse design of the front seat rear crossbeam assembly 1 forms a complete lateral load-bearing structure. In the event of a side pole impact, it can effectively transfer collision energy, transferring the impact load on the left side to the right side, achieving lateral energy dispersion, reducing vehicle intrusion, and protecting the occupant's survival space.

[0044] like Figure 5 As shown, this figure is Figure 2 The cross-sectional view of section BB shows the cross-sectional structure of the front seat rear crossbeam assembly 1 at the center tunnel. From Figure 5 It can be seen that the cross-sectional shape of the front seat rear crossbeam assembly 1 is rectangular or approximately rectangular, with a large cross-sectional area to provide sufficient load-bearing capacity. The Z-direction cross-sectional dimension of the front seat rear crossbeam assembly 1 is not less than 50mm, and in this embodiment it is 53mm. This dimension requires that the crossbeam has a sufficient load-bearing cross section to withstand the large load impact under side pole impact conditions without excessive deformation.

[0045] The Z-axis cross-sectional dimension refers to the height dimension of the front seat rear crossbeam assembly 1 in the Z-axis direction (i.e., the vertical direction of the vehicle body). A larger Z-axis cross-sectional dimension means that the crossbeam has higher bending stiffness and torsional stiffness, which can effectively resist bending and torsional deformation.

[0046] like Figure 5 and Figure 6 As shown, in order to further improve the structural strength of the front seat rear crossbeam assembly 1, a rear reinforcing beam 14 is fixedly installed inside the front seat rear crossbeam assembly 1. The rear reinforcing beam 14 is a beam-shaped structure, arranged along the Y-axis direction, spanning the central tunnel body 11, and its length is less than the length of the front seat rear crossbeam assembly 1.

[0047] The rear reinforcing beam 14 is nested inside the front seat rear crossbeam assembly 1 and is fixedly connected to the inner wall of the front seat rear crossbeam assembly 1 by welding, forming a double-layer reinforcing structure in the middle of the front seat rear crossbeam assembly 1. The cross-sectional shape of the rear reinforcing beam 14 is adapted to the internal space of the front seat rear crossbeam assembly 1, and its Z-direction cross-sectional dimension is not less than 35mm, which is 38mm in this embodiment. Under the premise of ensuring the reinforcement effect, the quality and cost of the components are reasonably controlled.

[0048] The rear reinforcing beam 14 significantly enhances the overall strength and stiffness of the front seat rear crossbeam assembly 1. In a side pole impact scenario, the front seat rear crossbeam assembly 1 acts as the main load-bearing beam, absorbing the impact load from the side. Because the rear reinforcing beam 14 is nested within the front seat rear crossbeam assembly 1, forming a double-layer structure, it effectively increases the crossbeam's effective cross-sectional area and moment of inertia, significantly improving its bending and torsional stiffness. During a collision, the outer front seat rear crossbeam assembly 1 and the inner rear reinforcing beam 14 share the load and deform collaboratively, enabling them to withstand greater loads without excessive deformation, ensuring the stability and reliability of the force transmission path. Compared to a single-layer crossbeam, this double-layer reinforcement design provides higher strength for the same mass or reduces mass for the same strength requirements, achieving a balance between performance and economy.

[0049] Furthermore, the length of the rear reinforcing beam 14 is less than the length of the front seat rear crossbeam assembly 1, meaning that the rear reinforcing beam 14 is mainly located in the middle area of ​​the front seat rear crossbeam assembly 1, that is, the part that spans the central tunnel body 11. This arrangement is based on the results of structural stress analysis. Under side column impact conditions, the middle area of ​​the front seat rear crossbeam assembly 1 bears the largest bending moment and is the most prone to deformation. Therefore, setting the rear reinforcing beam 14 in the middle area can most effectively improve the bending resistance of the crossbeam, while avoiding unnecessary reinforcement at both ends and reducing the overall weight.

[0050] like Figure 8 As shown, each end of the front seat rear crossbeam assembly 1 is provided with a connecting plate. Specifically, the left end of the front seat rear crossbeam assembly 1 is provided with a left connecting plate 13, and the right end is provided with a right connecting plate 12. The left connecting plate 13 and the right connecting plate 12 extend outward from both ends of the front seat rear crossbeam assembly 1 and connect to the left and right sides of the front floor body 6. The arrangement of these two connecting plates is another important technical feature of this embodiment, and its main function is to provide buffer energy absorption during a collision.

[0051] In a side pole impact scenario, when the left side of the vehicle body is struck by a pole, the collision energy is first transferred to the left side of the front floor body 6, and then through the left connecting plate 13 of the rear crossbeam to the front seat rear crossbeam assembly 1. The left connecting plate 13 of the rear crossbeam acts as a collision buffer zone, undergoing a certain degree of deformation in the initial stage of the collision. Through its own plastic deformation, it absorbs some of the collision energy, prolonging the arrival time of the peak collision force and reducing the peak load. This buffering effect provides protection for the main load-bearing structure of the front seat rear crossbeam assembly 1, preventing it from being subjected to excessive impact load in the initial stage of the collision, allowing the main load-bearing structure to function for a longer period and improving the overall energy absorption effect.

[0052] The lengths of the left connecting plate 13 and the right connecting plate 12 of the rear crossbeam have been optimized to ensure sufficient buffer energy absorption space while avoiding an overly soft force transmission path due to excessive length. In an optional example, the length of the connecting plate is approximately 130mm. This length has been verified through simulation analysis and experiments in practical applications, achieving a good balance between buffer energy absorption and force transmission efficiency.

[0053] The thickness and material of the connecting plate also need to be optimized to ensure sufficient strength and a certain degree of ductility so that controllable plastic deformation can occur during the collision and achieve the energy absorption effect.

[0054] Therefore, the front seat rear crossbeam assembly 1 in this embodiment, through its integrated transverse design, combined with the double-layer reinforcement of its internal rear reinforcing beam 14 and the buffering and energy absorption of the connecting plates at both ends, forms a complete, high-strength side force transmission structure with good energy absorption characteristics. In a side pole impact scenario, this structure can effectively transfer collision energy, reduce vehicle intrusion, protect the occupant survival space, and simultaneously reduce the risk of compression of the battery pack under the front floor, thus improving electrical safety performance.

[0055] From the perspective of the overall force transmission path, the front floor assembly structure of this embodiment forms a continuous lateral force transmission path at both the front and rear. In the front seat front crossbeam area, although the left front crossbeam 2 and the right front crossbeam 3 of the front seat are not directly connected at the central channel, they form a closed cavity structure through the synergistic effect of the central channel front reinforcing plate 10, the central channel lower reinforcing plate 7, and the central channel upper cover plate 5, thus achieving effective energy transfer and forming a continuous front force transmission path.

[0056] In the area of ​​the rear crossbeam of the front seat, the rear crossbeam assembly 1 spans the central tunnel body 11 in an integrated structure, directly forming a continuous rear force transmission path. These two force transmission paths work together to form the overall lateral force transmission system of the front floor assembly.

[0057] In a side pole impact scenario, when the left side of the vehicle is struck by a pole, the collision energy is transferred through the front floor body 6 to the front seat front crossbeam and the front seat rear crossbeam. The left end of the front seat left front crossbeam 2 and the front seat rear crossbeam assembly 1 is impacted first, and the energy is transferred to the right side through these two crossbeams. In the front seat front crossbeam area, the energy is transferred through the front seat left front crossbeam 2 to the center tunnel front reinforcement plate 10, and then through the closed cavity structure formed by the center tunnel front reinforcement plate 10 and the center tunnel lower reinforcement plate 7 to the right side of the center tunnel body 11, and finally to the front seat right front crossbeam 3.

[0058] In the area of ​​the rear crossbeam of the front seat, energy is transferred to the front seat rear crossbeam assembly 1 via the left connecting plate 13. The front seat rear crossbeam assembly 1, as a single integrated structure, directly transfers energy to the right side, and then to the right side of the front floor body 6 via the right connecting plate 12. Through the synergistic effect of these two force transmission paths, the collision energy is effectively dispersed, and the impact load on the left side is transferred to the right side, reducing the amount of vehicle body intrusion on the left side and protecting the occupant survival space.

[0059] Furthermore, the automotive front floor assembly structure of this embodiment also possesses excellent platform versatility. Due to the front-high, rear-low design of the central tunnel body 11, maintaining a relatively high height in the front area, it meets the space requirements for a centrally located exhaust pipe in gasoline vehicles, making this structure suitable for both gasoline and hybrid electric vehicles. For gasoline vehicles, the exhaust pipe can be arranged from behind the engine along the front passage of the central tunnel body 11, with the central tunnel body 11 providing ample space. For hybrid electric vehicles, the central tunnel body 11 can be used to arrange high-voltage wiring harnesses, cooling pipes, and other components, similarly meeting the arrangement requirements. This platform versatility design reduces the development scope for different powertrain models, lowers development costs, and enhances the product's commercial value.

[0060] In terms of manufacturing process, the front floor assembly structure of this embodiment is connected using welding technology, with each component forming a strong connection through spot welding or continuous welding. The welding process is mature and reliable, ensuring connection strength while maintaining relatively low manufacturing costs. The spot welding connection between the center channel front reinforcing plate 10 and the center channel body 11, with the weld points distributed at the contact edges, ensures connection strength while avoiding excessive welding deformation. The welded connection between the front seat rear crossbeam assembly 1 and the rear reinforcing beam 14 integrates them into a single unit, sharing the load. The entire front floor assembly structure has a clear manufacturing process, simple technology, and is easy to mass-produce.

[0061] In this embodiment, the components of the front floor assembly can be made of steel with different strength grades according to actual needs. For the main load-bearing structures, such as the front seat rear crossbeam assembly 1 and the rear reinforcing beam 14, high-strength steel or ultra-high-strength steel can be selected to provide sufficient load-bearing capacity. For the reinforcing plates, such as the front reinforcing plate 10 of the center tunnel and the lower reinforcing plate 7 of the center tunnel, medium-strength steel can be selected to control costs while ensuring strength. For the connecting plates, such as the left connecting plate 13 of the rear crossbeam and the right connecting plate 12 of the rear crossbeam, steel with a certain degree of ductility can be selected to allow for controllable plastic deformation during a collision, thereby achieving an energy absorption effect. Through reasonable material selection and structural design, this embodiment achieves optimization of quality and cost while ensuring collision safety performance.

[0062] The automotive front floor assembly structure of this embodiment has significant advantages over existing technologies. In existing technologies, most vehicle models use a solution of filling or reinforcing the lower support plate of the center tunnel, while also reinforcing the front crossbeam of the front seats. Although this solution can improve structural strength to a certain extent, it suffers from problems such as structural complexity, high cost, poor force transmission path stability, and poor consistency in real-vehicle testing. The deformation behavior of the filling material during a collision is difficult to control precisely, which may lead to changes in the force transmission path and affect the consistency of collision performance.

[0063] This embodiment, through its integrated through-type design of the front seat rear crossbeam assembly 1, forms a clear and stable force transmission path, avoiding uncertainties caused by filling materials and improving the consistency of real-vehicle testing. At the same time, this embodiment has a simpler structure, fewer parts, and a simpler manufacturing process, effectively reducing the overall vehicle manufacturing cost.

[0064] In practical applications, the automotive front floor assembly structure of this embodiment has undergone extensive simulation analysis and real-vehicle crash tests. Simulation results show that under side pole impact conditions, the structure of this embodiment can effectively transfer collision energy, significantly reduce vehicle body intrusion, provide good protection for occupant survival space, and reduce the risk of battery pack compression, meeting regulatory and industry standards. The results of real-vehicle crash tests are highly consistent with the simulation analysis results, verifying the rationality of the structural design and the stability of the force transmission path of this embodiment.

[0065] During the test, the rear crossbeam assembly 1 of the front seat maintained good structural integrity during the collision, without fracture or excessive deformation, effectively fulfilling its primary load-bearing function. The left connecting plate 13 and the right connecting plate 12 of the rear crossbeam underwent the expected plastic deformation in the initial stage of the collision, absorbing some of the collision energy and providing buffer protection for the primary load-bearing structure. The closed cavity structure in the front crossbeam area of ​​the front seat also demonstrated good force transmission performance, with a clear and stable energy transfer path.

[0066] It is worth mentioning that the automotive front floor assembly structure in this embodiment fully considered manufacturing feasibility and cost control during the design process. All components adopt conventional sheet metal stamping forming technology, and the mold design is relatively simple and easy to manufacture. Welding connections adopt mature spot welding and continuous welding processes, with a high degree of automation and high production efficiency. The number of parts in the entire structure is relatively small, and the assembly process is simple, which is conducive to mass production. In terms of material costs, through reasonable material selection and structural optimization, the proportion of high-strength steel used is reduced as much as possible while ensuring performance, thus controlling material costs. Overall, this embodiment achieves high collision safety performance while having good economic efficiency, making it suitable for large-scale industrial application.

[0067] As the automotive market increasingly demands higher collision safety performance, and as stringent conditions such as side pole impact become key assessment items in regulations and industry standards, structural designs that effectively improve side pole impact performance are receiving growing attention. This embodiment, through an integrated through-type design of the front seat rear crossbeam assembly and a reinforced closed cavity design in the front seat front crossbeam area, significantly improves side pole impact performance without substantially increasing costs, giving it strong market competitiveness. Particularly for platforms accommodating both gasoline and hybrid powertrains, this structural design can meet the layout requirements of different powertrain models while achieving high collision safety performance, reducing development costs, and enhancing product profitability, demonstrating promising application prospects and promotional value.

[0068] Understandably, some structural parameters can be adjusted and optimized according to the specific needs of different vehicle models. For example, the cross-sectional dimensions and material strength grade of the front seat rear crossbeam assembly 1 can be adjusted according to the size and weight of the vehicle model to meet different load-bearing requirements.

[0069] Furthermore, the height variation curve of the central tunnel body 11 can be adjusted according to the spatial requirements of the central tunnel layout. Under the premise of meeting the layout requirements, the rear height can be reduced as much as possible to provide more space for the crossbeam assembly of the front seat. The length and cross-sectional dimensions of the rear reinforcing beam 14 can be adjusted according to cost control requirements to reduce weight and lower costs while ensuring necessary strength.

[0070] This flexible scalability of the present embodiment enables the technical solution to adapt to the needs of different vehicle models, exhibiting good versatility and adaptability.

[0071] In summary, compared with the prior art, the beneficial effects of this embodiment are as follows: By designing the center tunnel body with a front-high, rear-low structure, the front seat rear crossbeam assembly can span the rear of the center tunnel assembly as a single crossbeam, forming a continuous lateral force transmission path. Compared to the two-section structure of the front seat rear crossbeam interrupted at the center tunnel in the prior art, the integrated through design of this invention significantly improves the overall rigidity and load-bearing capacity of the crossbeam. In side pole impact conditions, it can more effectively transfer collision energy, reduce vehicle intrusion, protect the occupant survival space, and at the same time reduce the risk of compression of the battery pack under the front floor, thus improving electrical safety performance.

[0072] A rear reinforcing beam is fixedly installed inside the front seat rear crossbeam assembly. The rear reinforcing beam spans the central tunnel body and forms a double-layer reinforcement structure with the front seat rear crossbeam assembly. This double-layer design further enhances the bending and torsional stiffness of the crossbeam, enabling it to withstand greater loads during a collision without excessive deformation, ensuring the stability and reliability of the force transmission path, and significantly improving the consistency of side pole impact tests.

[0073] A connecting plate is installed at each end of the front seat rear crossbeam assembly. The connecting plate serves as a collision buffer area. In the early stages of a collision, it absorbs some of the collision energy through its own deformation, prolongs the arrival time of the peak collision force, reduces the peak load, provides buffer protection for the main load-bearing structure, and increases the energy absorption space of the overall structure, thereby improving collision safety performance.

[0074] By installing a front reinforcing plate at the top of the central tunnel body, and spot-welding the front reinforcing plate to the front, rear, left, and right sides of the central tunnel body, along with the lower reinforcing plate inside the central tunnel body, a closed cavity structure is formed. This closed cavity structure has good compressive and torsional resistance, effectively transferring the collision energy between the left and right front crossbeams of the front seat. It compensates for the structural limitation of the front crossbeams not being continuous at the central tunnel, forming a continuous front force transmission path and improving the structural strength of the front crossbeam area of ​​the front seat.

[0075] A U-shaped, upward-opening lower reinforcement plate is installed inside the central tunnel body, with both ends fixedly connected to the inner wall of the central tunnel body. Both the lower reinforcement plate and the front seat crossbeam are arranged along the Y-axis. This arrangement allows the lower reinforcement plate to work in synergy with the front seat crossbeam to transmit force. In a side pole impact scenario, collision energy can be transferred through the front seat crossbeam to the lower reinforcement plate, and then through the lower reinforcement plate to the opposite front seat crossbeam, achieving lateral energy dispersion and reducing unilateral load pressure.

[0076] By meticulously planning the space of the central tunnel area, the height of the central tunnel body gradually decreases from the front seat crossbeam area to its minimum height at the front seat rear crossbeam assembly. This front-high-rear-low structural design not only meets the space requirements for the centrally located exhaust pipe of a gasoline vehicle, but also provides the necessary Z-axis space for the passage of the front seat rear crossbeam assembly. This achieves platform commonality for both gasoline and hybrid electric vehicles, reduces the development scope of different powertrain models, lowers development costs, and enhances product profitability.

[0077] By integrating the front seat and rear crossbeam assembly into a single unit and reinforcing the front seat and front crossbeam area with a closed cavity, a continuous lateral force transmission path is formed at both the front and rear. Compared with the existing technology that uses filling or reinforcing the lower support plate of the central channel, the present invention has a simpler structure, a clearer and more stable force transmission path, better consistency in real vehicle testing, fewer parts, and a simpler manufacturing process, effectively reducing the overall vehicle manufacturing cost.

[0078] By installing a center channel cover plate on top of the center channel assembly, which is arranged along the X-axis and fixedly connected to the front crossbeam of the front seat on both sides, the connection rigidity between the left and right front crossbeams of the front seat is further strengthened, the overall structural performance of the front crossbeam area of ​​the front seat is improved, and the intrusion resistance under side pole impact conditions is enhanced.

[0079] Example 2 like Figures 1-8 As shown, an automobile is equipped with the front floor assembly structure described in Embodiment 1. The front floor assembly structure configured in this embodiment, through its front-high-rear-low design of the central tunnel body, the integrated through-type design of the front seat rear crossbeam assembly, the double-layer reinforcement design of the rear reinforcing beam, the buffer and energy-absorbing design of the end connecting plates, and the closed cavity reinforcement design of the front seat front crossbeam area, forms a continuous and stable lateral force transmission path, significantly improving collision safety performance under side pole impact conditions. Simultaneously, this structure has good platform versatility, capable of simultaneously meeting the layout space requirements of both gasoline vehicles and PHEV models, maximizing platform versatility, reducing the development scope of different powertrain models, and enhancing product business value.

[0080] 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 front floor assembly structure for automobiles, characterized in that, Includes the front floor body, on which a center channel assembly is provided, with the left and right sides of the center channel assembly respectively connected to the front crossbeam of the front seat; the height of the center channel assembly gradually decreases from the position of the front crossbeam of the front seat to the rear. The front seat rear crossbeam assembly is located behind the front crossbeam of the front seat. The front seat rear crossbeam assembly is an integrated crossbeam structure that spans the rear of the center tunnel assembly.

2. The automotive front floor assembly structure according to claim 1, characterized in that, The main body of the middle channel assembly is the middle channel body, and the top of the middle channel body is fixedly connected to the front reinforcing plate of the middle channel.

3. The automotive front floor assembly structure according to claim 2, characterized in that, The front crossbeam of the front seat includes a left front crossbeam and a right front crossbeam of the front seat. The left front crossbeam and the right front crossbeam of the front seat are fixedly connected to the front reinforcement plate of the center channel at one end close to each other. It also includes a center channel cover plate, which is located on top of the center channel assembly and arranged along the X-axis. The two sides of the center channel cover plate are fixedly connected to the front crossbeam of the front seat.

4. The automotive front floor assembly structure according to claim 3, characterized in that, The inner side of the central channel body is provided with a lower central channel reinforcing plate. The lower central channel reinforcing plate has a U-shaped cross section with an upward opening and both ends are fixedly connected to the inner wall of the central channel body. The lower central channel reinforcing plate and the front crossbeam of the front seat are both arranged along the Y-axis direction.

5. The automotive front floor assembly structure according to claim 4, characterized in that, The front reinforcing plate of the central channel is spot-welded to the front, rear, left and right sides of the central channel body, forming a closed cavity structure in conjunction with the lower reinforcing plate of the central channel.

6. The automotive front floor assembly structure according to claim 2, characterized in that, The central tunnel body has a front-high and rear-low structure, starting from the front crossbeam area of ​​the front seat and decreasing to its minimum height at the rear crossbeam assembly of the front seat. The rear crossbeam assembly of the front seat crosses the central tunnel body from its minimum height.

7. The automotive front floor assembly structure according to claim 6, characterized in that, The Z-direction cross-sectional dimension of the front seat rear crossbeam assembly is ≥50mm.

8. The automotive front floor assembly structure according to claim 7, characterized in that, The rear reinforcing beam is fixedly installed inside the front seat rear crossbeam assembly. The rear reinforcing beam spans the central tunnel body and is shorter than the front seat rear crossbeam assembly.

9. The automotive front floor assembly structure according to claim 1, characterized in that, Each end of the front seat rear crossbeam assembly is provided with a connecting plate, which is used for collision buffering.

10. A car, characterized in that, The vehicle is equipped with the front floor assembly structure as described in any one of claims 1-9.

Images