Front floor force transmission structure and vehicle

Abstract

The utility model provides a front floor force transmission structure and a vehicle, and belongs to the technical field of vehicles, a middle channel is connected with a cabin longitudinal beam through a front floor middle channel reinforcing plate connected to the front end of the middle channel, and the rear end of the middle channel is connected to a front row seat mounting cross beam to form a middle force transmission channel; the front end of the front floor middle channel connecting plate is connected to the rear end of the cabin longitudinal beam, and the rear end is connected to the front-row seat mounting cross beam to form a first force transmission channel; the front end of the front floor upper longitudinal beam is connected to the rear end of the cabin longitudinal beam, and the rear end of the front floor upper longitudinal beam is connected to the front row seat installation cross beam to form a second force transmission channel. The front end of the doorsill beam is connected with the cabin longitudinal beam through a torsion box to form a third force transmission channel; and the front floor middle channel reinforcing plate, the torsion box, the doorsill beam, the middle channel, the front floor middle channel connecting plate, the front floor upper longitudinal beam and the front row seat mounting cross beam are encircled to form a multi-ring sleeved closed-loop torsion-resistant framework. The torsion resistance, the crumple deformation resistance and the collision force transmission performance of the whole vehicle can be improved.

Description

Technical Field

[0001] The utility model belongs to the technical field of vehicles, and in particular relates to a front floor force transmission structure and a vehicle. Background Art

[0002] Electric vehicles have gradually entered the consumer market. Longer driving range and more reliable vehicle performance have become important factors affecting the development of electric vehicle technology. With the development of society, people pay more and more attention to the safety of cars, requiring them to withstand strict frontal and side collisions to ensure the safety of drivers and passengers. Among them, the front floor structure of the car plays a very important role in transmitting frontal and side collision forces.

[0003] At present, the frontal collision force of the front floor structure is mainly transmitted through the cabin longitudinal beam, the door sill beam and the center channel. There are few force transmission lines, and the collision force decomposed on each force transmission line is large. The unreasonable design of the force transmission structure can easily cause the intrusion and deformation of the passenger compartment, posing a great safety hazard to the occupants in the passenger compartment. Moreover, for electric vehicles, the front floor structure has to bear the weight of the battery pack, and cannot meet the installation requirements of battery packs with long battery life. Utility Model Content

[0004] The embodiment of the utility model provides a front floor force transmission structure and a vehicle, aiming to solve the problem that the existing front floor structure has poor force transmission effect when subjected to a collision, thus affecting the safety of passengers.

[0005] In the first aspect, in order to achieve the above-mentioned purpose, the technical solution adopted by the utility model is: to provide a front floor force transmission structure, including:

[0006] The middle channel is connected to the cabin longitudinal beam through the front floor middle channel reinforcement plate connected to the front end thereof, and the rear end of the middle channel is connected to the front seat mounting crossbeam to form a middle force transmission channel;

[0007] A channel connecting plate in the front floor, the front end of which is connected to the rear end of the cabin longitudinal beam, and the rear end of which is connected to the front seat mounting cross beam, forming a first force transmission channel;

[0008] The front floor upper longitudinal beam has a front end connected to the rear end of the cabin longitudinal beam, and a rear end connected to the front seat mounting cross beam, forming a second force transmission channel; the front floor middle channel connecting plate is located between the front floor upper longitudinal beam and the middle channel on the same side;

[0009] A threshold beam, the front end of which is connected to the cabin longitudinal beam through a torsion box to form a third force transmission channel; the left and right ends of the front seat mounting crossbeam are respectively connected to the threshold beams on the left and right sides;

[0010] Among them, the first force transmission channel, the second force transmission channel and the third force transmission channel are arranged in sequence from the middle force transmission channel to the left and right sides and are left-right symmetrical; the front floor middle channel reinforcement plate, the torsion box, the door sill beam, the middle channel, the front floor middle channel connecting plate, the front floor upper longitudinal beam and the front seat mounting cross beam together form a closed-loop torsion-resistant reinforcement skeleton with multiple rings.

[0011] In combination with the first aspect, in a feasible manner, the rear end of the cabin longitudinal beam is connected to the rear section connecting plate of the front longitudinal beam, the rear section connecting plate of the front longitudinal beam is overlapped on the channel reinforcement plate in the front floor, the torsion box is overlapped on the rear section connecting plate of the front longitudinal beam, and the front end of the channel connecting plate in the front floor is connected to the rear section connecting plate of the front longitudinal beam.

[0012] In combination with the first aspect, in one achievable manner, a front end portion of the upper longitudinal beam on the front floor is overlapped on the torsion box, and a portion is overlapped on a rear section connecting plate of the front longitudinal beam.

[0013] In combination with the first aspect, in one achievable manner, the front end of the channel connecting plate in the front floor has a first arc-shaped attraction portion connected to the cabin longitudinal beam.

[0014] In combination with the first aspect, in one achievable manner, the front end of the upper longitudinal beam of the front floor has a second arc-shaped gravity portion connected to the cabin longitudinal beam, and the second arc-shaped gravity portion and the first arc-shaped gravity portion are arched in opposite directions.

[0015] In combination with the first aspect, in one achievable manner, the front side of the torsion box has a force transmission slope, and the angle a formed between the force transmission slope and the cabin longitudinal beam is an obtuse angle.

[0016] In combination with the first aspect, in one achievable manner, a distance S1 between the channel connecting plate in the front floor and the door sill beam on the same side is 390 mm-395 mm.

[0017] In combination with the first aspect, in one achievable manner, a spacing S2 between the front floor upper longitudinal beam and the door sill beam on the same side is 130 mm-35 mm.

[0018] In combination with the first aspect, in one achievable manner, the width W of the longitudinal beam on the front floor is 128 mm-132 mm.

[0019] Compared with the prior art, the front floor force transmission structure provided by the utility model has the following beneficial effects: (1) 7 force transmission channels are dispersedly constructed on the front floor structure along the left and right directions of the vehicle body, each of which is connected to the front seat mounting crossbeam and dispersed at different points on the front seat mounting crossbeam, effectively dispersing the frontal collision force on the front of the vehicle, thereby reducing the collision force on each force transmission channel and the force strength at different points on the front seat mounting crossbeam, thereby reducing the collision intrusion into the passenger compartment and improving the safety performance of the passengers; (2) The front seat mounting crossbeam is an integral component that runs through the left and right sides of the vehicle, and the integrity of the component also ensures the continuous transmission and mutual offset of the collision force thereon, further reducing the intrusion of the collision force into the passenger compartment and reducing The 7 force transmission channels are surrounded by the front floor center channel reinforcement plate, the torsion box and the front seat mounting crossbeam to form a multi-ring closed-loop torsion-resistant reinforcement frame, which greatly improves the torsional stiffness of the vehicle body collision, thereby improving the safety of the vehicle body collision; (4) The front seat mounting crossbeam is an integral component that runs through the left and right sides. It has great rigidity and deformation resistance, which can avoid collision collapse, thereby preventing the passenger compartment from causing damage to the occupants due to collision deformation; (5) The additional multiple components that constitute the force transmission channels are all connected to the through-type front seat mounting crossbeam, and have strong integrity, which can improve the overall rigidity of the front floor structure. While improving the vehicle's resistance to collapse and deformation to ensure vehicle safety performance, it is also conducive to carrying battery packs with long driving range requirements.

[0020] In a second aspect, an embodiment of the utility model further provides a vehicle, comprising the front floor force transmission structure.

[0021] The vehicle provided by the embodiment of the utility model adopts the front floor structure with multiple force transmission channels, which can improve the structural rigidity, anti-crushing deformation capability, torsional rigidity and collision force transmission performance of the whole vehicle, thereby improving the safety performance of the whole vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] Figure 1 A schematic diagram of the structure of the front floor force transmission structure provided by an embodiment of the utility model (viewed from above);

[0023] Figure 2 A schematic diagram of the arrangement of the force transmission channels of the front floor force transmission structure provided by an embodiment of the utility model;

[0024] Figure 3 A schematic diagram of the structure of the front floor force transmission structure provided by the embodiment of the utility model presents a closed-loop torsion-resistant reinforcement frame with multiple rings nested in each other;

[0025] Figure 4 A schematic structural diagram showing the obtuse angle of the third force transmission channel of the front floor force transmission structure provided in an embodiment of the utility model;

[0026] Figure 5 This is a structural schematic diagram of the distance between the front floor middle channel connecting plate and the door sill beam shown in an embodiment of the utility model;

[0027] Figure 6 This is a schematic diagram of the structure of the distance between the longitudinal beam and the door sill beam on the front floor shown in an embodiment of the utility model;

[0028] Figure 7 A schematic diagram of the structure of a front floor mid-channel reinforcement plate provided in an embodiment of the utility model;

[0029] Figure 8 A schematic diagram of the structure of the longitudinal beam on the front floor provided by an embodiment of the utility model;

[0030] Fig. 9 A schematic diagram of the structure of a torque box provided in an embodiment of the utility model;

[0031] Description of reference numerals:

[0032] 1. Cabin longitudinal beam; 2. Rear section connecting plate of front longitudinal beam; 3. Torque box; 31. Force transmission inclined plane; 4. Door sill beam; 5. Front floor upper longitudinal beam; 51. Second arc-shaped gravity part; 6. Front floor middle channel connecting plate; 7. Front seat mounting crossbeam; 8. Middle channel; 9. Front floor middle channel reinforcement plate; 10. Middle force transmission channel; 11. First force transmission channel; 12. Second force transmission channel; 13. Third force transmission channel; 14. Closed-loop torsion-resistant reinforcement frame. DETAILED DESCRIPTION

[0033] In order to make the technical problems, technical solutions and beneficial effects to be solved by the present invention more clearly understood, the present invention is further described in detail below in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present invention and are not used to limit the present invention.

[0034] In the present application, terms such as “first” and “second” are merely used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any actual relationship of quantity, priority or sequence between these entities or operations.

[0035] In the claims, specification and the above-mentioned drawings of the utility model, the terms "up" and "down" are the same as the up and down directions of the vehicle body, the terms "front" and "rear" are the same as the front and rear directions of the vehicle body, and the terms "left" and "right" are the same as the left and right directions of the vehicle body. These are only for the convenience of describing the present 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 cannot be understood as limiting the specific protection scope of the present invention.

[0036] It should also be noted that the cabin longitudinal beams, door sill beams and center channel in the present application are all fixed terms on the vehicle and have fixed positions. The center channel is arranged on the central axis of the vehicle body, and the cabin longitudinal beams and door sill beams are symmetrically distributed along the central axis of the vehicle body; therefore, with the center channel as the central axis, the front floor center channel connecting plates are symmetrically arranged on the left and right sides, and the front floor upper longitudinal beams are also symmetrically arranged.

[0037] In the claims, specification and drawings of the present utility model, if the terms "include", "have" and their variations are used, they are intended to mean "including but not limited to".

[0038] Please also read Figures 1 to 9 The front floor force transmission structure provided by the utility model is now described. The front floor force transmission structure includes two first force transmission channels 11, two second force transmission channels 12, two third force transmission channels 13 and one middle force transmission channel 10, a total of seven force transmission channels, see Figure 2 As shown, the details are as follows:

[0039] The middle channel 8 is connected to the cabin longitudinal beam 1 through the front floor middle channel reinforcement plate 9 connected to its front end, and the rear end of the middle channel 8 is connected to the front seat mounting beam 7 to form an intermediate force transmission channel 10; the front end of the front floor middle channel connecting plate 6 is connected to the rear end of the cabin longitudinal beam 1, and its rear end is connected to the front seat mounting beam 7 to form a first force transmission channel 11; the front end of the front floor upper longitudinal beam 5 is connected to the rear end of the cabin longitudinal beam 1, and its rear end is connected to the front seat mounting beam 7 to form a second force transmission channel 12; the front floor middle channel connecting plate 6 is located between the front floor upper longitudinal beam 5 and the middle channel 8 on the same side; the front end of the door sill beam 4 is connected to the cabin longitudinal beam 1 through the torsion box 3 to form a third force transmission channel 13; the left and right ends of the front seat mounting beam 7 are respectively connected to the door sill beam 4 on the left and right sides.

[0040] Among them, the first force transmission channel 11, the second force transmission channel 12 and the third force transmission channel 13 are arranged in sequence from the middle force transmission channel 10 to the left and right sides and are symmetrical on the left and right sides; the front floor middle channel reinforcement plate 9, the torque box 3, the door sill beam 4, the middle channel 8, the front floor middle channel connecting plate 6, the front floor upper longitudinal beam 5 and the front seat mounting cross beam 7 together form a closed-loop torsion-resistant reinforcement skeleton 14 with multiple rings.

[0041] Compared with the prior art, the front floor force transmission structure provided by the utility model has the following beneficial effects: (1) seven force transmission channels are dispersedly constructed on the front floor structure along the left and right directions of the vehicle body, each of which is connected to the front seat mounting cross beam 7 and dispersed at different points of the front seat mounting cross beam 7, effectively dispersing the frontal collision force on the front of the vehicle, thereby reducing the collision force on each force transmission channel and the force strength at different points on the front seat mounting cross beam 7, thereby reducing the collision intrusion into the passenger compartment and improving the safety performance of the passengers; (2) the front seat mounting cross beam 7 is an integral component that runs through the left and right sides of the vehicle, and the integral component also ensures the coherent transmission and mutual offset of the collision force thereon, further reducing the intrusion of the collision force into the passenger compartment and reducing (3) Seven force transmission channels are formed through the front floor channel reinforcement plate 9, the torque box 3 and the front seat mounting crossbeam 7 to form a multi-ring closed-loop torsion-resistant reinforcement frame 14, which greatly improves the torsional stiffness of the vehicle body collision, thereby improving the safety of the vehicle body collision; (4) The front seat mounting crossbeam 7 is an integral component, which has great rigidity and deformation resistance, can avoid collision collapse, thereby preventing the passenger compartment from causing damage to the occupants due to collision deformation; (5) The additional multiple components that constitute the force transmission channels are all connected to the through-type front seat mounting crossbeam 7, and have strong integrity, which can improve the overall rigidity of the front floor structure. While improving the vehicle's resistance to collapse and deformation to ensure the vehicle's safety performance, it is also conducive to carrying battery packs with long endurance requirements.

[0042] Combination Figure 2 The force transmission channel in the figure explains the principle that the use of multiple force transmission channels can reduce the risk of collision as follows:

[0043] Assuming that the collision force exerted on the cabin longitudinal beam 1 is F, the collision force decomposed by the middle force transmission channel 10 is F0, the collision force decomposed by the first force transmission channel 11 is F1, the collision force decomposed by the second force transmission channel 12 is F2, and the collision force decomposed by the third force transmission channel 13 is F3. If not only the loss and the collision force decomposed by other aspects are taken into account, according to the principle of energy balance, 2F=F0+2F1+2F2+2F3. Therefore, the collision force decomposed into each force transmission channel will be greatly reduced. Because of the symmetrical distribution, the problem of concentrated transmission of collision force and resulting in collapse and deformation of the passenger compartment can be avoided, thereby improving the safety of the occupants.

[0044] Combination Figure 3It is understood that an example of a closed-loop torsion-resistant skeleton with multiple rings in the present application is as follows: a front floor middle channel reinforcement plate 9, a torsion box 3, a door sill beam 4, a middle channel 8, a front floor middle channel connecting plate 6, a front floor upper longitudinal beam 5 and a front seat mounting crossbeam 7 are all arranged on the front floor structure, wherein the front floor middle channel reinforcement plate 9, the torsion boxes 3 on the left and right sides, the door sill beams 4 on the left and right sides and the front seat mounting crossbeam 7 constitute the largest closed-loop torsion-resistant structure, which is defined as the first closed-loop torsion-resistant skeleton; the front floor upper longitudinal beams 5 on the left and right sides, the front floor middle channel reinforcement plate 9 and the front seat mounting crossbeam 7 constitute the second closed-loop torsion-resistant skeleton, which is sleeved inside the first closed-loop torsion-resistant skeleton; the right door sill beam 4, the right front floor middle channel connecting plate 6, the right torsion box 3, the front floor middle channel reinforcement plate 9 and the front seat mounting crossbeam 7 constitute the third closed-loop torsion-resistant skeleton, which is nested in a ring with the second closed-loop torsion-resistant skeleton, and so on, a plurality of closed-loop torsion-resistant skeletons which are nested in a ring.

[0045] In some embodiments, Figure 1 As shown, the rear end of the cabin longitudinal beam 1 is connected to the rear section connecting plate 2 of the front longitudinal beam, the rear section connecting plate 2 of the front longitudinal beam is overlapped on the front floor middle channel reinforcement plate 9, the torsion box 3 is overlapped on the rear section connecting plate 2 of the front longitudinal beam, and the front end of the front floor middle channel connecting plate 6 is connected to the rear section connecting plate 2 of the front longitudinal beam.

[0046] The front floor upper longitudinal beam 5, the front floor middle channel connecting plate 6, the middle channel 8 and the door sill beam 4 are all connected to the rear end of the cabin longitudinal beam 1. Therefore, the rear end of the cabin longitudinal beam 1 is the force distribution point for the collision force transmission, and is also the weak area of ​​the interwoven structure of each component. The front longitudinal beam rear section connecting plate 2 forms a connecting bridge connecting the torsion box 3 and the front floor middle channel reinforcement plate 9, which not only improves the deformation resistance of the weak area, but also ensures the smoothness and continuity of the force transmission, so that the collision force transmitted from the cabin longitudinal beam 1 is smoothly decomposed into each force transmission channel.

[0047] In some embodiments, Figure 1 As shown, the front end portion of the longitudinal beam 5 on the front floor is overlapped on the torsion box 3, and part of it is overlapped on the front longitudinal beam rear section connecting plate 2. Since the torsion box 3 and the front longitudinal beam rear section connecting plate 2 are connected to the rear end of the cabin longitudinal beam 1, they are connected together through the longitudinal beam 5 on the front floor, which improves the force transmission reliability of the connection portion between the torsion box 3 and the front longitudinal beam rear section connecting plate 2.

[0048] Regarding the connection between the collision force transmitted from the cabin longitudinal beam 1 and each force transmission channel, if a transition force transmission at a right-angle turn is constructed, the collision force is likely to form stress concentration at the right-angle turn, and the force transmission is not smooth, which can easily cause premature collapse and deformation at this position. Therefore, in the present application, the transition force transmission path connecting the rear end of the cabin longitudinal beam 1 is designed with a certain curvature so that the collision force at the front end can be transferred backward along the arc curve to avoid stress concentration.

[0049] In some embodiments, see Figure 2 The first force transmission channel 11 in the middle is shown in FIG. 1 , and the front end of the middle channel connecting plate 6 of the front floor has a first arc-shaped attraction portion connected to the cabin longitudinal beam 1. The collision force transmitted by the cabin longitudinal beam 1 can be smoothly transmitted to the first force transmission channel 11 along the first arc-shaped attraction portion with a certain curvature. It should be noted that the attached drawings do not provide a separate structural diagram of the middle channel connecting plate 6 of the front floor, but the first arc-shaped attraction portion set at its front end can refer to the second arc-shaped attraction portion 51 at the front end of the upper longitudinal beam 5 of the front floor. Of course, the curvature values ​​of the two arc-shaped attraction portions are not necessarily the same.

[0050] In some embodiments, Figure 8 As shown, the front end of the longitudinal beam 5 on the front floor has a second arc-shaped gravity portion 51 connected to the cabin longitudinal beam 1, so as to smoothly transmit the collision force transmitted by the cabin longitudinal beam 1 to the second force transmission channel 12; wherein, the second arc-shaped gravity portion 51 and the first arc-shaped gravity portion are arched in the opposite direction, which can avoid the risk of damage caused by local accumulation of collision force.

[0051] In some embodiments, see Fig. 9 The front side of the torque box 3 has a force transmission slope 31, and the angle a formed between the force transmission slope 31 and the cabin longitudinal beam 1 is an obtuse angle. Similarly, through the force transmission slope 31 on the torque box 3, the collision force is smoothly transmitted to the door sill beam 4, thereby improving the force transmission effect.

[0052] Optionally, the obtuse angle a is between 120° and 145°. If the angle is too small, it is easy to cause stress concentration, and if the angle is too large, the sill beam 4 will be far away from the cabin longitudinal beam 1 in the front and rear direction, and the structure will not be compact and will not meet the design structure of the whole vehicle.

[0053] In some embodiments, see Figure 7 The spacing S1 between the front floor middle channel connecting plate 6 and the threshold beam 4 on the same side is 390mm-395mm. The collision force borne by the cabin longitudinal beam 1 is transmitted to the front floor middle channel connecting plate 6 through the front longitudinal beam rear section connecting plate 2. By optimizing the spacing between the front floor middle channel connecting plate 6 and the threshold beam 4, the overall structure is made compact and the tight arrangement of each force transmission channel is ensured. It can also avoid the problem of local concentration of collision force and improve the force transmission effect.

[0054] Optionally, the distance between the channel connecting plate 6 in the front floor and the door sill beam 4 on the same side may be 390 mm, 391 mm, 393 mm, 394 mm, etc.

[0055] In some embodiments, see Figure 8The spacing between the longitudinal beam 5 on the front floor and the threshold beam 4 on the same side is 130mm-135mm. The channel reinforcement plate 9 in the front floor is directly connected to the longitudinal beam 1 of the cabin, and the force transmission is direct and effective. By limiting the spacing between the longitudinal beam 5 on the front floor and the threshold beam 4, the overall structure is compact, the tight arrangement of the force transmission channel parts is ensured, and the problem of local concentration of collision force can be avoided, which can improve the force transmission effect.

[0056] Optionally, the interval S2 between the front floor longitudinal beam 5 and the door sill beam 4 on the same side is 130 mm, 132 mm, 133 mm, 135 mm, etc.

[0057] By means of the above-mentioned reasonable restrictions on the spacing between the channel connecting plate 6 in the front floor and the threshold beam 4 on the same side, as well as the spacing between the longitudinal beam 5 on the front floor and the threshold beam 4 on the same side, the force transmission channels can be basically transmitted backwards in parallel lines, avoiding interference with each other, ensuring the force transmission effect, and at the same time having a compact structure.

[0058] In some embodiments, see Figure 8 The width W of the longitudinal beam 5 on the front floor is 128mm-132mm. The large cross-sectional width of the longitudinal beam 5 on the front floor disperses the collision force over the large cross-sectional width, which can not only reduce the collision force value transmitted at each point on the large cross-sectional width, but also bear more collision force and improve the timeliness of force transmission. The longitudinal beam 5 on the front floor with a large cross-sectional width also has a high rigidity, which can ensure the effectiveness of collision force transmission.

[0059] Optionally, the width of the longitudinal beam 5 on the front floor is 128 mm, 129 mm, 130 mm, 131 mm, 132 mm, etc.

[0060] In order to better ensure the effectiveness of force transmission, especially for the connection parts of each component and the cabin longitudinal beam 1, there are many components involved. It is necessary to ensure the firmness of the connection while avoiding excessive stacking and accumulation. It is necessary to rationally design the connection relationship between the components. Specifically, the left and right ends of the front floor center channel reinforcement plate 9 and the cabin longitudinal beam 1 can be loosely connected by screwing and welding; the rear section connecting plate 2 of the front longitudinal beam and the front floor center channel reinforcement plate 9 are connected by spot welding; the front floor upper longitudinal beam 5 is welded to the cabin longitudinal beam 1; the front floor center channel connecting plate 6 is welded to the rear section connecting plate 2 of the front longitudinal beam. The welding connection method can avoid problems such as loosening and dislocation between components, and the constraints are firm, ensuring the effectiveness and reliability of the force transmission channel; bolt connection and welding are commonly used connection methods on vehicles, which can be understood and implemented by technical personnel in this field. Therefore, this application no longer lists the connection methods of each component one by one, nor does it provide diagrams.

[0061] In the above embodiments, the description of each embodiment has its own emphasis. For parts that are not described or recorded in detail in a certain embodiment, reference can be made to the relevant descriptions of other embodiments.

[0062] Based on the same inventive concept, an embodiment of the present application also provides a vehicle, including the front floor force transmission structure.

[0063] The vehicle provided by the embodiment of the utility model adopts the front floor structure with multiple force transmission channels, which can improve the structural rigidity, anti-crushing deformation capability and collision force transmission performance of the whole vehicle, thereby improving the safety performance of the whole vehicle.

[0064] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions and improvements made within the spirit and principles of the present invention should be included in the protection scope of the present invention.

Claims

1. A front floor force transmission structure, characterized in that: include: The middle channel (8) is connected to the cabin longitudinal beam (1) through a front floor middle channel reinforcement plate (9) connected to the front end thereof, and the rear end of the middle channel (8) is connected to the front seat mounting cross beam (7) to form a middle force transmission channel (10); A front floor middle channel connecting plate (6), the front end of which is connected to the rear end of the cabin longitudinal beam (1), and the rear end of which is connected to the front seat mounting cross beam (7), forming a first force transmission channel (11); The front floor upper longitudinal beam (5) has a front end connected to the rear end of the cabin longitudinal beam (1), and a rear end connected to the front seat mounting cross beam (7), forming a second force transmission channel (12); the front floor middle channel connecting plate (6) is located between the front floor upper longitudinal beam (5) and the middle channel (8) on the same side; A threshold beam (4), the front end of which is connected to the cabin longitudinal beam (1) through a torsion box (3), forming a third force transmission channel (13); the left and right ends of the front seat mounting cross beam (7) are respectively connected to the threshold beam (4) on the left and right sides; The first force transmission channel (11), the second force transmission channel (12) and the third force transmission channel (13) are arranged in sequence from the middle force transmission channel (10) to the left and right sides and are symmetrical on both sides; the front floor middle channel reinforcement plate (9), the torque box (3), the door sill beam (4), the front floor middle channel connecting plate (6), the front floor upper longitudinal beam (5) and the front seat mounting cross beam (7) together form a closed-loop torsion-resistant reinforcement skeleton (14) with multiple rings interlocked.

2. The front floor force transmission structure according to claim 1, characterized in that: The rear end of the cabin longitudinal beam (1) is connected to a front longitudinal beam rear section connecting plate (2), the front longitudinal beam rear section connecting plate (2) is overlapped on the front floor middle channel reinforcement plate (9), the torsion box (3) is overlapped on the front longitudinal beam rear section connecting plate (2), and the front end of the front floor middle channel connecting plate (6) is connected to the front longitudinal beam rear section connecting plate (2).

3. The front floor force transmission structure according to claim 2, characterized in that: The front end portion of the upper longitudinal beam (5) on the front floor is overlapped on the torsion box (3), and part of it is overlapped on the rear section connecting plate (2) of the front longitudinal beam.

4. The front floor force transmission structure according to claim 1, characterized in that: The front end of the channel connecting plate (6) in the front floor has a first arc-shaped attraction portion connected to the cabin longitudinal beam (1).

5. The front floor force transmission structure according to claim 4, characterized in that: The front end of the upper longitudinal beam (5) on the front floor has a second arc-shaped attraction portion (51) connected to the cabin longitudinal beam (1), and the second arc-shaped attraction portion (51) is arched in the opposite direction to the first arc-shaped attraction portion.

6. The front floor force transmission structure according to claim 1, characterized in that: The front side of the torsion box (3) has a force transmission inclined surface (31), and the angle a formed between the force transmission inclined surface (31) and the cabin longitudinal beam (1) is an obtuse angle.

7. The front floor force transmission structure according to claim 1, characterized in that: The distance S1 between the channel connecting plate (6) in the front floor and the threshold beam (4) on the same side is 390 mm-395 mm.

8. The front floor force transmission structure according to claim 1, characterized in that: The interval S2 between the longitudinal beam (5) on the front floor and the door sill beam (4) on the same side is 130 mm-135 mm.

9. The front floor force transmission structure according to claim 1, characterized in that: The width W of the longitudinal beam (5) on the front floor is 128 mm-132 mm.

10. A vehicle, characterized in that: It comprises a front floor force transmission structure as described in any one of claims 1-9.

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