Automobile bottom structure and vehicle with same

Abstract

The utility model discloses an automobile bottom structure and an automobile with the automobile bottom structure. The automobile bottom structure comprises a first plate body and a second plate body which are stacked in the first direction. The automobile bottom structure comprises a first plate body, a second plate body and a negative poisson ratio cell element filling layer, the negative poisson ratio cell element filling layer is arranged between the first plate body and the second plate body, the negative poisson ratio cell element filling layer comprises a first structural layer and a second structural layer, and the first structural layer and the second structural layer are connected in the first direction. According to the automobile bottom structure, the sandwich structure of the first plate body, the negative Poisson's ratio cell element filling layer and the second plate body is adopted, so that the cost and the weight can be reduced while the vibration suppression, noise reduction, sound insulation and collision and impact resistance of a floor are greatly improved.

Description

TECHNICAL FIELD

[0001] The utility model relates to vehicle technical field especially is related to a car bottom structure and vehicle with it. BACKGROUND

[0002] Contemporary society car is defined as "mobile home", and people have new requirements for the sound insulation, heat insulation, comfort and safety of car, and the vibration suppression and noise reduction design, crashworthiness design and lightweight design of car become more and more important, and the car floor plays an important role in the blocking of road noise, tire noise and wind noise of car and the suppression of body resonance.

[0003] In the current automobile industry, traditional vibration suppression, noise reduction and sound insulation techniques are still used, mainly including floor body structure (0.7mm thick steel plate), carpet, sound insulation cotton and UBC spraying, but these traditional techniques usually result in greater weight and space requirements, which is not conducive to lightweight design of car, in addition, the traditional vibration suppression, noise reduction and sound insulation techniques are limited by weight and space, and it is difficult to have greater improvement space, and there are also common problems such as poor low-frequency resonance effect and narrow action frequency band. SUMMARY

[0004] The utility model aims at at least solving one of the technical problems existing in the prior art. Therefore, one purpose of the utility model is to provide a car bottom structure, which can greatly improve the vibration suppression, noise reduction, sound insulation performance and anti-collision impact performance of the floor while reducing the cost and weight.

[0005] The car bottom structure according to the utility model embodiment comprises: a first plate body and a second plate body stacked along a first direction; a negative Poisson's ratio cell filling layer, the negative Poisson's ratio cell filling layer is arranged between the first plate body and the second plate body, the negative Poisson's ratio cell filling layer comprises a first structure layer and a second structure layer connected along the first direction, the first structure layer has opposite first and second side faces; the second structure layer has opposite third and fourth side faces; the first side face has a first convex part protruding, and a plurality of first convex parts are arranged; the third side face has a first concave part recessed, and a plurality of first concave parts are arranged; when the first side face and the third side face are opposite, the plurality of first convex parts and the plurality of first concave parts one-to-one correspond, the top face of the first convex part is a first top face, and the bottom face of the first concave part is a first bottom face, wherein the protrusion height of the first convex part is greater than the recess height of the first concave part, so that when the first top face and the first bottom face abut, a first cell cavity is constructed between the first structure layer and the second structure layer.

[0006] According to the automobile bottom structure, the sandwich structure of the first plate body, the negative Poisson's ratio cell filling layer and the second plate body is adopted, the floor vibration suppression, noise reduction, sound insulation performance and anti-collision impact performance are greatly improved, and the cost and weight are reduced.

[0007] In addition, the automobile bottom structure can have the following additional technical features.

[0008] In some embodiments of the present application, the first protrusions or the first recesses are arranged in multiple rows in the second direction and multiple columns in the third direction, wherein the first direction, the second direction and the third direction are perpendicular to each other.

[0009] In some embodiments of the present application, the first side surface further has a recessed second recess, the third side surface further has a protruding second protrusion, the second protrusion and the second recess are provided in plurality, the second protrusion and the second recess correspond one-to-one, the top surface of the second protrusion is a second top surface, the bottom surface of the second recess is a second bottom surface, and the second top surface and the second bottom surface are spaced apart in the first direction.

[0010] In some embodiments of the present application, the first protrusions or the first recesses are arranged in multiple rows in the second direction and multiple columns in the third direction, the second protrusions or the second recesses are arranged in multiple rows in the second direction and multiple columns in the third direction, the first protrusions and the second recesses are arranged in a staggered manner in the second direction and the third direction, the second protrusions and the first recesses are arranged in a staggered manner in the second direction and the third direction, and the first direction, the second direction and the third direction are perpendicular to each other.

[0011] In some embodiments of the present application, the second side surface has a plurality of protruding third protrusions corresponding to the second recesses, the fourth side surface has a plurality of recessed third recesses corresponding to the second protrusions, the negative Poisson's ratio cell filling layer further has another second structure layer arranged on the second side surface of the first structure layer, the second side surface and the fourth side surface are opposite, the third protrusions and the third recesses correspond one-to-one, the top surface of the third protrusion is a third top surface, the bottom surface of the third recess is a third bottom surface, the protrusion height of the third protrusion is greater than the recess height of the third recess, and a second cell cavity is formed between the first structure layer and the second structure layer when the third top surface and the third bottom surface abut.

[0012] In some embodiments of the utility model, the second side has a plurality of concave fourth recesses, a plurality of the fourth recesses correspond to a plurality of the first protrusions one by one, the fourth side has a plurality of convex fourth protrusions, a plurality of the fourth protrusions correspond to a plurality of the first recesses one by one, the top surface of the fourth protrusion is a fourth top surface, the bottom surface of the fourth recess is a fourth bottom surface, wherein the fourth top surface and the fourth bottom surface are spaced apart in the first direction.

[0013] In some embodiments of the utility model, the first structure layer is provided with two or more than two layers, one of the first structure layers is fixed to the first plate body, one of the first structure layers is fixed to the second plate body, the second structure layer is arranged in a single layer and is clamped between two adjacent first structure layers, or the second structure layer is provided with two or more than two layers, one of the second structure layers is fixed to the first plate body, one of the first structure layers is fixed to the second plate body, and the first structure layer is arranged in a single layer and is clamped between two adjacent second structure layers.

[0014] In some embodiments of the utility model, the circumferential surface of the first protrusion is a first circumferential surface, the circumferential surface of the first recess is a second circumferential surface, the included angle between the first circumferential surface and the first top surface is α, and 20°≤α≤40° is satisfied, and the included angle between the second circumferential surface and the first bottom surface is β, and 45°≤β≤65° is satisfied.

[0015] In some embodiments of the utility model, the first top surface, the first bottom surface, the second top surface and the second bottom surface are all circular surfaces, the area of the first top surface is less than or equal to the first bottom surface, the diameter D1 of the first top surface satisfies 8mm≤D1≤12mm, the diameter D2 of the first bottom surface satisfies 8mm≤D2≤12mm, in the second direction or the third direction, the center distance W of two adjacent first top surfaces satisfies 10mm≤W≤20mm, and the center distance C of two adjacent second bottom surfaces satisfies 10mm≤C≤20mm.

[0016] In some embodiments of the utility model, the transition surface between the first protrusion and the second recess is a circular arc transition surface, and the transition surface is a hyperbolic modeling surface.

[0017] In some embodiments of the utility model, the thickness T of the automobile bottom structure in the first direction satisfies 6mm≤T≤10mm.

[0018] In some embodiments of the utility model, the height H of the first protrusion in the first direction satisfies 4mm≤H≤10mm, and the height h of the first recess in the first direction satisfies 2mm≤h≤5mm.

[0019] In some embodiments of the utility model, the negative Poisson's ratio cell filler layer is an integral molding formed by 3D printing, or the first structural layer and the second structural layer are both plate materials, and the negative Poisson's ratio cell filler layer is formed by stacking the first structural layer and the second structural layer.

[0020] In some embodiments of the utility model, the wall thickness T1 of the first structural layer punched from metal in the first direction satisfies: 0.4mm≤T1≤0.8mm; and the wall thickness T2 of the second structural layer punched from metal in the first direction satisfies: 0.4mm≤T2≤0.8mm.

[0021] The utility model also proposes a vehicle with the above-mentioned embodiments.

[0022] The vehicle according to the utility model embodiments comprises the automobile bottom structure of the above-mentioned embodiments, by setting the automobile bottom structure, in the driving process, the automobile bottom structure can effectively improve the compression resistance and impact resistance of the vehicle floor, such as coping with road bumps, stone impacts and slight collisions, etc., better protect the safety of the people in the vehicle and the bottom parts. Its excellent vibration suppression performance can reduce the vibration in the driving of the vehicle, improve the riding comfort. The excellent sound insulation effect can effectively block the external noise, create a quiet in-vehicle environment. At the same time, the automobile bottom structure can help the lightweight of the vehicle floor while ensuring these performances, reduce the energy consumption, improve the overall performance and economy of the vehicle.

[0023] Additional aspects and advantages of the utility model will be partially given in the following description, some will become obvious from the following description, or be understood through the practice of the utility model. BRIEF DESCRIPTION OF DRAWINGS

[0024] The above and / or additional aspects and advantages of the utility model will become apparent and more readily appreciated from the following description of the embodiments, with reference to the following drawings, in which:

[0025] Figure 1 is the layout sectional view of the automobile bottom structure of one embodiment of the application.

[0026] Figure 2 is the explosion view of one state of the automobile bottom structure of one embodiment of the application.

[0027] Figure 3 is the explosion view of another state of the automobile bottom structure of one embodiment of the application.

[0028] Figure 4 is the partial sectional view of one area of the negative Poisson's ratio cell filler layer of one embodiment of the application.

[0029] Figure 5 is a partial sectional view of another region of the negative Poisson's ratio cellular filler layer of one embodiment of the present application.

[0030] Reference Signs:

[0031] 100, automobile bottom structure;

[0032] 1, first plate body; 2, second plate body;

[0033] 3, negative Poisson's ratio cellular filler layer;

[0034] 31, first structural layer;

[0035] 32, second structural layer;

[0036] 41, first protrusion; 43, third protrusion; 44, fourth protrusion;

[0037] 51, first recess; 52, second recess; 53, third recess;

[0038] 61, first cellular cavity; 62, second cellular cavity. DETAILED DESCRIPTION

[0039] Embodiments of the present application are described in detail below with reference to the attached drawings, which show by way of example, embodiments in which like numerals indicate like elements or elements having a similar function. The embodiments described below are examples only, and are not to be construed as limiting the present application.

[0040] Poisson's ratio refers to the ratio of transverse strain to longitudinal strain when a material is subjected to uniaxial tension or compression. For most conventional materials, Poisson's ratio is positive, such as metals, ceramics, etc. A negative Poisson's ratio material is a special material that expands in the transverse direction when stretched and contracts in the transverse direction when compressed, which is opposite to the behavior of conventional materials.

[0041] The types of negative Poisson's ratio structures include concave honeycomb structures: this structure is similar to a honeycomb, but the shape of its unit cell is specially designed. When stretched, the walls of the honeycomb will be concave inward, resulting in the overall structure becoming thinner in the stretching direction while the transverse dimension increases. For example, some concave honeycomb structures made of polymers can effectively achieve negative Poisson's ratio characteristics by changing the geometric parameters of their unit cells.

[0042] The type of negative Poisson's ratio structure also includes a chiral structure, which is a structure with chiral symmetry. It is composed of a series of units that exhibit a specific rotational symmetry in space. When subjected to external forces, the rotation and deformation of chiral units can cause the structure to exhibit negative Poisson's ratio effect. For example, in some microscopic chiral lattice structures, by adjusting the connection mode and angle of the chiral units, the size of the negative Poisson's ratio can be controlled.

[0043] The negative Poisson's ratio structure has multi-layer distribution and auxetic characteristics, and by utilizing its buffering and vibration suppression energy absorption characteristics, elastic wave band gap effect, multi-layer sound insulation characteristics, excellent vibration suppression, noise reduction, sound insulation and anti-collision impact effects can be achieved. At the same time, the negative Poisson's ratio structure is usually a hollow multi-cell structure, which can achieve lighter weight compared to solid structures. Therefore, the negative Poisson's ratio structure can provide new methods and ideas for automobile vibration suppression, noise reduction and sound insulation design, and can better achieve automobile lightweight.

[0044] In view of the above needs, the application designs a car bottom structure 100. The car bottom structure 100 adopts a sandwich structure of "first plate body 1 + negative Poisson's ratio cell filling layer 3 + second plate body 2", which can greatly improve the floor vibration suppression, noise reduction, sound insulation performance and anti-collision impact performance, and can realize lighter weight compared with the traditional floor "steel floor + carpet + sound insulation cotton + sprayed UBC" structure. In addition, it can also realize the removal of sound insulation cotton parts and sprayed UBC material, the reduction of carpet thickness and the saving of cabin space, the reduction of cost and weight, and provides a new and valuable solution for the NVH and lightweight of the automobile floor.

[0045] The following refers to Figures 1-5 The car bottom structure 100 according to the embodiments of the application is described.

[0046] As Figures 1-5As shown, the automobile bottom structure 100 according to the embodiment of the utility model includes the first plate body 1 and the second plate body 2 which are stacked along the first direction, and the automobile bottom structure 100 further includes a negative Poisson's ratio cell filling layer 3, the negative Poisson's ratio cell filling layer 3 is arranged between the first plate body 1 and the second plate body 2, the negative Poisson's ratio cell filling layer 3 includes the first structure layer 31 and the second structure layer 32 which are connected along the first direction, the first structure layer 31 has the opposite first side and second side;The second structure layer 32 has the opposite third side and fourth side;The first side has the first convex part 41 of protrusion, the first convex part 41 is provided with a plurality of;The third side has the first recess 51 of recess, the first recess 51 is provided with a plurality of;The negative Poisson's ratio cell filling layer 3 is arranged as the first side and the third side are opposite, a plurality of first convex parts 41 and a plurality of first recesses 51 correspond one by one, the top surface of the first convex part 41 is the first top surface, and the bottom surface of the first recess 51 is the first bottom surface, wherein the protrusion height of the first convex part 41 is greater than the recess height of the first recess 51, so that a first cell cavity 61 is formed between the first structure layer 31 and the second structure layer 32 when the first top surface and the first bottom surface abut.

[0047] In the following examples, the upper and lower directions in the following examples are referred to Figure 1 The first side is the upper side of the first structure layer 31, the second side is the lower side of the first structure layer 31, the third side is the upper side of the second structure layer 32, and the fourth structure layer is the lower side of the second structure layer 32. The present application is for ease of description with this example as a reference, and the following will not be described again.

[0048] That is, in the initial compression stage, the connection between the first convex part 41 of the first structure layer 31 and the first recess 51 of the second structure layer 32 begins to bear force. Because the protrusion height of the first convex part 41 is greater than the recess height of the first recess 51, the pressure will further extrude the first convex part 41 to the first recess 51. The first cell cavity 61 begins to shrink, and the air or other medium in the cavity is compressed. During this process, the negative Poisson's ratio cell filling layer 3 will have a tendency to expand laterally, which is completely different from the deformation mode of traditional materials. When a collision impact occurs, the impact force is quickly transmitted to the automobile bottom structure 100. The first cell cavity 61 acts as an efficient energy absorption unit, and its deformation process becomes more violent. The interaction between the convex part and the recess part intensifies, and the first cell cavity 61 disperses and buffers the impact force through the change of its own shape. This deformation mode enables the entire automobile bottom structure 100 to withstand a large amount of collision energy, effectively protecting objects and personnel in the covered area.

[0049] From the effect, this automobile bottom structure 100 is outstanding. In the aspect of vibration suppression, the negative Poisson's ratio cell filling layer 3 can effectively suppress the propagation of vibration, whether it is the vibration caused by road bumps during vehicle driving or the vibration generated by engine operation, which can be greatly weakened. In the aspect of noise reduction and sound insulation performance, it is like a solid barrier, and the noise from the outside is difficult to penetrate, and the sound in the vehicle is also difficult to transmit outside, creating a quiet and comfortable riding environment for passengers. At the same time, in the aspect of anti-collision impact performance, when encountering a collision, the structure can absorb and disperse the impact force, protecting the safety of the people and objects in the vehicle.

[0050] More importantly, compared with the traditional "steel floor + carpet + sound insulation cotton + UBC spraying" floor structure, the new automobile bottom structure 100 is lighter in weight. It not only removes the sound insulation cotton part and no longer needs to spray UBC material, but also can reduce the thickness of the carpet, thereby effectively saving the cabin space, reducing the cost and weight, and perfectly solving the problem that the NVH (noise, vibration and sound roughness) of the automobile floor and the lightweight of the automobile body are difficult to be balanced, and opening up a new direction for the floor design of the vehicle.

[0051] Therefore, according to the automobile bottom structure 100 of the embodiment of the utility model, the automobile bottom structure 100 adopts the sandwich structure of "first plate body 1 + negative Poisson's ratio cell filling layer 3 + second plate body 2", which can greatly improve the floor vibration suppression, noise reduction, sound insulation performance and anti-collision impact performance, and reduce the cost and weight.

[0052] In some embodiments of the utility model, the plurality of first convex parts 41 or the plurality of first concave parts 51 are arranged to be provided with multiple rows along the second direction and multiple columns along the third direction, wherein the first direction, the second direction and the third direction are perpendicular to each other in pairs.

[0053] That is, when subjected to external force, the multi-directional convex-concave matching can more evenly disperse the pressure and impact force, improving the stability and damage resistance of the automobile bottom structure 100. In the aspect of noise reduction, the cell cavity distributed in rows and columns can block sound propagation in multiple dimensions. In the aspect of lightweight, reasonable layout can reduce material use while ensuring performance. This structure design provides an effective way to improve the overall performance of the floor, reduce cost and weight.

[0054] In some embodiments of the utility model, the first side surface further has a recessed second concave part 52, and the third side surface further has a protruding second convex part, the second convex part and the second concave part 52 are provided with a plurality of, the plurality of second convex parts and the plurality of second concave parts 52 one-to-one correspondence, the top surface of the second convex part is a second top surface, and the bottom surface of the second concave part 52 is a second bottom surface, wherein the second top surface and the second bottom surface are spaced apart in the first direction.

[0055] That is, the second recess 52 of the first side surface corresponds to the second protrusion of the third side surface one by one and is spaced apart in the first direction, so that the structure of the cell filling layer is more diverse and delicate. In terms of stress, in addition to the interaction of the first protrusion 41 and the first recess 51, the second protrusion and the second recess 52 also work together when subjected to pressure or impact. They can further change the force transmission path, so that the force is more evenly dispersed in the structure, enhancing the compression resistance and impact resistance of the entire automobile bottom structure 100. For example, in a vehicle collision, the safety of the passengers in the vehicle can be better protected. In terms of acoustic performance, such a complex structure helps to disrupt the path of sound propagation, effectively reducing the transmission of sound through more reflection and scattering, and improving the sound insulation effect. In lightweight design, such multi-dimensional structural design can reduce the amount of material used while ensuring or even improving performance, thereby reducing weight, achieving better NVH performance and lightweight goals of the automobile floor.

[0056] In some embodiments of the present application, the plurality of first protrusions 41 and the plurality of first recesses 51 are arranged to have multiple rows in the second direction and multiple columns in the third direction, and the plurality of second protrusions and the plurality of second recesses 52 are arranged to have multiple rows in the second direction and multiple columns in the third direction; the first protrusion 41 and the second recess 52 are arranged in a staggered manner in the second direction and the third direction; the second protrusion and the first recess 51 are arranged in a staggered manner in the second direction and the third direction; wherein the first direction, the second direction and the third direction are perpendicular to each other.

[0057] Therefore, in terms of mechanical performance, the multi-row and multi-column layout of the plurality of protrusions and recesses in two directions and the staggered arrangement between each other enable the automobile bottom structure 100 to be more fully dispersed and buffered in all directions when subjected to pressure or impact. Whether it is pressure from the vertical direction or multi-angle impact force, it can be effectively resolved, greatly enhancing the compression resistance and impact resistance of the automobile bottom structure 100, providing better protection for the automobile under complex working conditions such as collision.

[0058] In terms of acoustics, such a staggered structure disrupts the path of sound propagation, and sound is constantly reflected, scattered and interfered therein, effectively preventing the transmission of sound waves and greatly improving the sound insulation effect, creating a quiet environment inside the vehicle.

[0059] From the perspective of lightweight and cost, while ensuring excellent performance, the optimized structure can reduce the use of unnecessary materials, reduce cost and weight, and achieve a good balance between NVH performance and lightweight.

[0060] In some embodiments of the utility model, the second side has a plurality of protruding third protrusions 43, and the plurality of third protrusions 43 correspond one-to-one with the plurality of second recesses 52; the fourth side has a plurality of recessed third recesses 53, and the plurality of third recesses 53 correspond one-to-one with the plurality of second protrusions; when the negative Poisson's ratio cell filling layer 3 further has another second structure layer 32 arranged on the second side of the first structure layer 31, the second side is opposite to the fourth side, the plurality of third protrusions 43 and the plurality of third recesses 53 correspond one-to-one, the top surface of the third protrusion 43 is a third top surface, the bottom surface of the third recess 53 is a third bottom surface, and the protrusion height of the third protrusion 43 is greater than the recess height of the third recess 53, so that a second cell cavity 62 is formed between the first structure layer 31 and the second structure layer 32 when the third top surface and the third bottom surface abut.

[0061] Therefore, in terms of mechanical properties, the formation of the second cell cavity 62 increases the diversity of the structure. When subjected to external force, the interaction of the third protrusion 43 and the third recess 53 cooperates with the action of the first protrusion 41, the first recess 51 and the second protrusion, the second recess 52, forming a multi-level force dispersion system. Whether it is static pressure or dynamic impact, force can be effectively absorbed and dispersed in more directions and levels, greatly improving the overall strength and damage resistance of the automobile bottom structure 100, and better protecting the safety of passengers in the case of automobile collision. In terms of acoustic characteristics, the second cell cavity 62 further disrupts the sound propagation path. Sound waves are reflected and refracted multiple times between multiple cell cavities and convex-concave structures, greatly improving the sound insulation and noise reduction effect, creating a quieter and more comfortable environment inside the car. At the same time, this delicate structure optimizes the use of materials under the premise of ensuring performance, helps to achieve lightweight and cost control, and brings new advantages to automobile floor design.

[0062] In some embodiments of the utility model, the second side has a plurality of recessed fourth recesses, and the plurality of fourth recesses correspond one-to-one with the plurality of fourth protrusions 44; the fourth side has a plurality of protruding fourth protrusions 44, and the plurality of fourth protrusions 44 correspond one-to-one with the plurality of fourth recesses; the top surface of the fourth protrusion 44 is a fourth top surface, and the bottom surface of the fourth recess is a fourth bottom surface, wherein the fourth top surface and the fourth bottom surface are spaced apart in the first direction. Therefore, the existence of the fourth protrusion 44 and the fourth recess further enriches the force transmission and dispersion path. When subjected to pressure or impact, they work together with the first protrusion 41, the first recess 51, etc. When subjected to force in the vertical direction, these convex-concave structures press and support each other, which can effectively buffer the impact force, so that the automobile bottom structure 100 can withstand greater external force without being easily deformed or damaged, improving the overall stability and impact resistance, and playing an important role in protecting the safety inside the car in complex driving conditions or collision scenarios.

[0063] In some embodiments of the utility model, first structure layer 31 is provided with two layers or more than two layers, one of which is fixed to first plate body 1, and one is fixed to second plate body 2, and second structure layer 32 is arranged between the two adjacent first structure layers 31.

[0064] That is, the setting of the multi-layer first structure layer 31 enhances the strength and stability of the entire automobile bottom structure 100. When subjected to external forces, whether it is pressure, tension or impact force, the second structure layer 32 sandwiched in the middle cooperates with the multiple first structure layers 31 to form a more stable support system. For example, when encountering bumps or collisions during vehicle driving, this structure can better resist deformation and effectively protect the safety of people and objects inside the vehicle. The multi-layer structure increases the obstruction of sound propagation. The number of reflection and refraction of sound waves between different layers increases, greatly improving the sound insulation effect. Compared with a single-layer structure, it can more effectively isolate external noise and create a quiet environment inside the vehicle. In terms of lightweight design, this ingenious layout can reduce unnecessary material use while ensuring or even improving structural performance, thereby reducing overall weight and cost, achieving a good balance between performance and weight and cost.

[0065] In some embodiments of the utility model, second structure layer 32 is provided with two layers or more than two layers, one of which is fixed to first plate body 1, and one is fixed to second plate body 2, and first structure layer 31 is arranged between the two adjacent second structure layers 32.

[0066] That is, the multi-layer second structure layer 32 cooperates with the single-layer first structure layer 31 sandwiched in the middle to form a complex and effective stress system. When subjected to pressure or impact, multiple second structure layers 32 can disperse and buffer external forces, like layer upon layer of defense lines. Since the first structure layer 31 is sandwiched between them, the transmission and dispersion of force are more uniform and orderly, greatly enhancing the impact resistance and stability of the automobile bottom structure 100, and ensuring safety in situations such as car collisions.

[0067] The multi-layer second structure layer 32 increases the complexity of sound propagation. Sound waves are reflected, refracted and interfered multiple times between different second structure layers 32, and the first structure layer 31 also participates in changing the sound propagation path, greatly improving the sound insulation effect and effectively blocking external noise from entering the vehicle, creating a quiet and comfortable riding environment for passengers.

[0068] From the perspective of lightweight and cost, this design can more reasonably use materials while ensuring high performance, reducing unnecessary weight and cost, and achieving the organic unity of NVH performance, lightweight and cost control.

[0069] In some embodiments of the utility model, the peripheral surface of the first convex part 41 is a first peripheral surface, the peripheral surface of the first concave part 51 is a second peripheral surface, the included angle between the first peripheral surface and the first top surface is alpha, and alpha satisfies: 20 DEG ≤ alpha ≤ 40 DEG; the included angle between the second peripheral surface and the first bottom surface is beta, and beta satisfies: 45 DEG ≤ beta ≤ 65 DEG.

[0070] That is, the specific included angles alpha (20 DEG ≤ alpha ≤ 40 DEG) and beta (45 DEG ≤ beta ≤ 65 DEG) make the interaction between the first convex part 41 and the first concave part 51 more reasonable when subjected to pressure or impact. When external force acts, this angle design can optimize the force transmission process, effectively avoid stress concentration, and improve the load-carrying capacity and damage resistance of the structure. For example, when the car encounters bumps or collisions during driving, the structure can better maintain stability.

[0071] From an acoustic point of view, such angles are helpful for the reflection and scattering of sound waves in the cell cavity. When sound waves propagate in the convex-concave structure with specific angles, they will experience complex reflection paths, increasing the loss of sound energy and further improving the sound insulation and noise reduction effect, creating a quiet environment inside the car. At the same time, under the premise of ensuring performance, reasonable angle design can optimize material use and processing technology, helping to control cost and weight.

[0072] Exemplarily, the included angle alpha is 20 DEG, 21 DEG, 22 DEG, 25 DEG, 30 DEG, 32 DEG, 35 DEG, 38 DEG, 39 DEG, 40 DEG, and the included angle beta is 45 DEG, 48 DEG, 50 DEG, 52 DEG, 55 DEG, 58 DEG, 60 DEG, 62 DEG, 63 DEG, 65 DEG.

[0073] In some embodiments of the utility model, the first top surface, the first bottom surface, the second top surface, and the second bottom surface are all circular surfaces, the area of the first top surface is less than or equal to the area of the first bottom surface; the diameter D1 of the first top surface satisfies: 8 mm ≤ D1 ≤ 12 mm; the diameter D2 of the first bottom surface satisfies: 8 mm ≤ D2 ≤ 12 mm; in the second direction or the third direction, the distance W between the centers of adjacent two first top surfaces satisfies: 10 mm ≤ W ≤ 20 mm; the distance C between the centers of adjacent two second bottom surfaces satisfies: 10 mm ≤ C ≤ 20 mm.

[0074] Exemplarily, the diameter D1 of the first top surface is 8 mm, 8.5 mm, 9 mm, 9.2 mm, 9.5 mm, 10 mm, 10.5 mm, 11 mm, 11.5 mm, or 12 mm.

[0075] The diameter D2 of the first bottom surface is 8 mm, 8.5 mm, 9 mm, 9.2 mm, 9.5 mm, 10 mm, 10.5 mm, 11 mm, 11.5 mm, or 12 mm.

[0076] The center distance W between the centers of two adjacent first top surfaces is 10mm, 11mm, 12mm, 13mm, 14mm, 15mm, 16mm, 17mm, 18mm, or 20mm.

[0077] The center distance C between the centers of two adjacent second bottom surfaces is 10mm, 11mm, 12mm, 13mm, 14mm, 15mm, 16mm, 17mm, 18mm, or 20mm.

[0078] In the above examples, the appropriate diameter range allows the force to be evenly distributed in the contact area of each circular surface when pressure is applied, avoiding excessive local stress. For example, when the vehicle is driving, it can be stably supported. The specific center distance range forms a reasonable layout in the second and third directions, and when impacted, multiple circular surfaces work together to effectively disperse the impact force. In terms of acoustics, the circular surface helps to change the direction of sound propagation, and the reasonable spacing allows the sound wave to reflect and interfere multiple times, enhancing the sound insulation effect. In terms of production and manufacturing, clear dimensions and spacing facilitate standardized production and reduce costs.

[0079] In some embodiments of the present application, the transition surface between the first convex portion 41 and the second concave portion 52 is a circular arc transition, and the transition surface is a double curvature modeling surface. When the transition surface between the first convex portion 41 and the second concave portion 52 is a double curvature modeling surface, the force transmission is smoother, and stress concentration is reduced. In the entire structure, if all convex and concave portions are so arranged, the stress distribution can be optimized in all directions when stressed, the impact resistance is improved, and the sound insulation effect is also improved.

[0080] Here, it should be noted that the transition between the second convex portion and the first concave portion 51, the third convex portion 43 and the fourth concave portion, and the fourth convex portion 44 and the third concave portion 53 can also be a transition with a double curvature modeling surface, which is not limited by the present application.

[0081] In some embodiments of the present application, the thickness T of the automobile bottom structure 100 in the first direction satisfies: 6mm≤T≤10mm.

[0082] Exemplarily, the thickness T can be 6mm, 6.5mm, 7mm, 7.2mm, 8mm, 8.5mm, 9mm, 9.3mm, 9.8mm, or 10mm.

[0083] In the above examples, the thickness of the automobile bottom structure 100 in the first direction is in this range, which not only ensures the structural strength, but also effectively protects it when subjected to pressure and impact, without increasing the weight too much. The appropriate thickness helps to improve the sound insulation and vibration suppression performance, and also optimizes the space utilization while ensuring functionality, which is beneficial to lightweight design.

[0084] In some embodiments of the utility model, the height H of the first protruding part 41 in the first direction satisfies: 4mm≤H≤10mm; the height h of the first recessed part 51 in the first direction satisfies: 2mm≤h≤5mm.

[0085] Exemplarily, the height H can be 4mm, 4.5mm, 5mm, 6mm, 6.5mm, 7mm, 8mm, 8.5mm, 9mm, 10mm.

[0086] Exemplarily, the height h can be 2mm, 2.2mm, 2.5mm, 3mm, 3.2mm, 3.5mm, 4mm, 4.3mm, 4.8mm, 5mm.

[0087] In the above examples, the first protruding part 41 and the first recessed part 51 form a kind of delicate structure similar to fitting in thickness direction, and this fitting form is significant for saving thickness, when the protruding part and the recessed part cooperate with each other, they are compactly combined together, without extra space waste, compared with traditional structure, unnecessary thickness will not be increased because of needing additional buffer or sound insulation structure.Under the premise of ensuring the functions such as strength, buffer external force, vibration absorption and sound insulation of automobile bottom structure 100, the size in thickness direction is reduced to the greatest extent, the valuable space is saved for vehicle application scene, effectively helping lightweight design of vehicle body.

[0088] In some embodiments of the utility model, the negative Poisson's ratio cell filling layer 3 is an integral molding piece formed by 3D printing, and 3D printing can accurately manufacture complex internal structures, ensure high precision of design such as protruding part and recessed part, make each part work cooperatively to the best state, and effectively improve mechanical and acoustic properties.Moreover, integral molding can reduce the connection problem between parts and enhance stability.

[0089] In some embodiments of the utility model, the first structure layer 31 and the second structure layer 32 are both plate materials, and the negative Poisson's ratio cell filling layer 3 is formed by stacking the first structure layer 31 and the second structure layer 32.This mode is convenient for mass production, reduces process difficulty and cost.Meanwhile, by reasonably designing the shape of plate material and stacking mode, the negative Poisson's ratio characteristic can also be well realized, the production efficiency and economic benefits are improved while the structural functionality is ensured.

[0090] In some embodiments of the utility model, the wall thickness T1 of the first structure layer 31 formed by metal stamping in the first direction satisfies: 0.4mm≤T1≤0.8mm; the wall thickness T2 of the second structure layer 32 formed by metal stamping in the first direction satisfies: 0.4mm≤T2≤0.8mm.

[0091] Exemplarily, T1 or T2 can be 0.4 mm, 0.42 mm, 0.45 mm, 0.5 mm, 0.55 mm, 0.6 mm, 0.65 mm, 0.7 mm, 0.75 mm, 0.8 mm.

[0092] Satisfying the above conditions, the wall thickness range makes the structure have better flexibility while ensuring a certain strength, and can effectively deform and buffer when bearing pressure or impact, avoiding damage to the structure. In terms of lightweight, thinner wall thickness helps to reduce the weight of the entire automobile bottom structure 100, which is very beneficial for applications such as automobiles that are sensitive to weight. Moreover, such wall thickness design under the metal stamping process facilitates mass production, effectively controls costs, improves production efficiency, while ensuring the stability and reliability of the negative Poisson's ratio cell filler layer 3 and improving overall performance.

[0093] The utility model also proposes a vehicle with the above embodiment.

[0094] The vehicle according to the utility model embodiment comprises the automobile bottom structure 100 of the above embodiment. By arranging the automobile bottom structure 100, the automobile bottom structure 100 can effectively improve the compression resistance and impact resistance of the vehicle floor during driving, and better protect the safety of the people in the vehicle and the bottom components in the case of road bumps, stone impacts and slight collisions. The excellent vibration suppression performance can reduce the vibration during driving and improve the riding comfort. The excellent sound insulation effect can effectively block external noise and create a quiet environment in the vehicle. At the same time, the automobile bottom structure 100 can help to reduce the weight of the vehicle floor while ensuring these performances, reduce energy consumption and improve the overall performance and economy of the vehicle.

[0095] The first plate body 1 can be a floor lower outer plate, and the second plate body 2 can be a floor upper inner plate. The floor lower outer plate is a single-layer solid plate with equal thickness, which can be made of steel plate, aluminum alloy, magnesium alloy, plastic, carbon fiber composite material and glass fiber composite material, and the plate thickness is 0.7-1.2 mm. The floor upper inner plate is a single-layer solid plate with equal thickness, which can be made of steel plate, aluminum alloy, magnesium alloy, plastic, carbon fiber composite material and glass fiber composite material, and the plate thickness is 0.4-0.8 mm.

[0096] The first convex part 41, the second convex part, the third convex part 43, the fourth convex part 44, the first concave part 51, the second concave part 52, the third concave part 53 and the fourth concave part are all circular corrugated structures along the first direction.

[0097] The lower outer plate is arranged at the lowermost side, the negative Poisson's ratio cell filling layer 3 is arranged between the lower outer plate and the upper inner plate, and the upper inner plate is arranged at the innermost side. The lower outer plate and the first structural layer 31 are connected by spot welding, resistance welding or structural adhesive bonding to form a group; the upper inner plate and the other first structural layer 31 are connected by spot welding, resistance welding or structural adhesive bonding to form another group, and the two groups of connected lower outer plates and upper inner plates are connected by structural adhesive bonding through the second structural layer 32 to form a three-dimensional negative Poisson's ratio sandwich plate.

[0098] The first structural layer 31 and the second structural layer 32 can also be stamped from metal plates. Therefore, when the first protrusion 41 is stamped on the first side of the first structural layer 31, the fourth recess will be formed on the second side; similarly, when the second recess 52 is stamped on the first side, the third protrusion 43 will be formed on the second side. Here, other protrusions and recesses are not described one by one.

[0099] The number of layers of the first structural layer 31 and the second structural layer 32 can be determined according to actual needs, such as vehicle performance requirements, and the present application does not limit.

[0100] The first plate body 1 + the negative Poisson's ratio cell filling layer 3 + the second plate body 2 together form the automobile bottom structure 100, which is indispensable for maintaining the shape and sealing requirements of the automobile cabin. As a preferred embodiment, the number of layers of the cell cavity (such as the first cell cavity 61, or the second cell cavity 62, or the sum of the first cell cavity 61 and the second cell cavity 62) in the negative Poisson's ratio cell filling layer 3 in the thickness direction is controlled to be 3-8 layers, and the optimal number of layers is 4-6 layers. The overall thickness of the floor is controlled to be 8mm-15mm, which can not only ensure the lightweight of the floor, but also ensure its good vibration damping, noise reduction, sound insulation and impact resistance.

[0101] The other components and operations of the vehicle and the automobile bottom structure 100 according to the embodiments of the present application are known to those skilled in the art, and will not be described in detail here.

[0102] In the description of the utility model, need understanding is, the orientation or position relation that the terms "upper", "lower", "front", "back", "left", "right" and the like indicate is based on the orientation or position relation shown in the drawing, is only for the convenience of describing the utility model and simplifying the description, and is not indicating or implying that the device or element indicated must have a particular orientation, is constructed and operated in a particular orientation, therefore can not be understood as a restriction on the utility model. In addition, the terms "first", "second" are only for the purpose of description, and can not be understood as indicating or implying relative importance or implicitly indicating the number of indicated technical features. Therefore, the features limited by "first", "second" can explicitly or implicitly include one or more of the features. In the description of the utility model, the meaning of "a plurality of" is two or more than two, unless otherwise specifically limited.

[0103] In the description of the utility model, it should be explained that, unless otherwise specifically defined and limited, the terms "mounting", "connection", "connection" should be broadly understood, for example, it can be fixed connection, or detachable connection, or integrally connected, can be mechanical connection, or electrical connection, can be directly connected, or indirectly connected through an intermediate medium, can be the communication between two elements or the interaction relationship between two elements. For ordinary skilled in the art, the specific meaning of the above terms in the utility model can be understood according to the specific circumstances.

[0104] In the description of the specification, the description of the terms "some embodiments", "optionally", "further" or "some examples" and the like means that the specific features, structures, materials or characteristics described in conjunction with the embodiments or examples are contained in at least one embodiment or example of the utility model. In the specification, the illustrative description of the above terms does not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described can be combined in any one or more embodiments or examples in a suitable manner.

[0105] Although the embodiments of the utility model have been shown and described, those skilled in the art can understand that various changes, modifications, replacements and variations can be made to these embodiments without departing from the principles and purposes of the utility model, and the scope of the utility model is defined by the claims and its equivalents.

Claims

1. An automobile underbody structure (100) characterized by comprising: Comprising: a first plate body (1) and a second plate body (2) stacked along a first direction; a negative Poisson's ratio cellular filler layer (3) disposed between the first plate body (1) and the second plate body (2), the negative Poisson's ratio cellular filler layer (3) comprising a first structural layer (31) and a second structural layer (32) connected along a first direction, the first structural layer (31) having opposite first and second sides; the second structural layer (32) having opposite third and fourth sides; the first side having a plurality of protruding first protrusions (41) disposed thereon; the third side having a plurality of recessed first recesses (51) disposed thereon; the negative Poisson's ratio cellular filler layer (3) being arranged such that, when the first side and the third side are opposite to each other, the plurality of first protrusions (41) and the plurality of first recesses (51) correspond one-to-one, a top surface of the first protrusions (41) being a first top surface, a bottom surface of the first recesses (51) being a first bottom surface, wherein a protruding height of the first protrusions (41) is greater than a recessing height of the first recesses (51) so as to form a first cellular cavity (61) between the first structural layer (31) and the second structural layer (32) when the first top surface and the first bottom surface abut.

2. The automobile underbody structure (100) according to claim 1, characterized by The plurality of first protrusions (41) or the plurality of first recesses (51) are arranged to have a plurality of rows along a second direction and a plurality of columns along a third direction, wherein the first direction, the second direction and the third direction are perpendicular to each other in pairs.

3. The automobile underbody structure (100) according to claim 1, wherein the first side further has a plurality of recessed second recesses (52) disposed thereon, the third side further has a plurality of protruding second protrusions disposed thereon, the plurality of second protrusions and the plurality of second recesses (52) correspond one-to-one, a top surface of the second protrusions being a second top surface, a bottom surface of the second recesses (52) being a second bottom surface, wherein the second top surface and the second bottom surface are spaced apart in the first direction.

4. The automobile underbody structure (100) according to claim 3, wherein the plurality of first protrusions (41) and the plurality of first recesses (51) are arranged to have a plurality of rows along a second direction and a plurality of columns along a third direction, the plurality of second protrusions and the plurality of second recesses (52) are arranged to have a plurality of rows along the second direction and a plurality of columns along the third direction; the first protrusions (41) and the second recesses (52) are arranged to be misaligned along the second direction and the third direction; the second protrusions and the first recesses (51) are arranged to be misaligned along the second direction and the third direction; wherein the first direction, the second direction and the third direction are perpendicular to each other in pairs.

5. The automobile underbody structure (100) according to claim 3, wherein The second side has a plurality of protruding third protrusions (43) corresponding to the plurality of second recesses (52) one by one; The fourth side has a plurality of recessed third recesses (53) corresponding to the plurality of second protrusions one by one; When the negative Poisson's ratio cellular filler layer (3) further has another second structure layer (32) arranged on the second side of the first structure layer (31), the second side is opposite to the fourth side, the plurality of third protrusions (43) and the plurality of third recesses (53) correspond to each other one by one, The top surface of the third protrusion (43) is a third top surface, the bottom surface of the third recess (53) is a third bottom surface, the protrusion height of the third protrusion (43) is greater than the recess height of the third recess (53), so as to form a second cellular cavity (62) between the first structure layer (31) and the second structure layer (32) when the third top surface and the third bottom surface abut.

6. The automobile bottom structure (100) according to claim 5, characterized in that, The second side has a plurality of recessed fourth recesses corresponding to the plurality of first protrusions (41) one by one; The fourth side has a plurality of protruding fourth protrusions (44) corresponding to the plurality of first recesses (51) one by one; The top surface of the fourth protrusion (44) is a fourth top surface, and the bottom surface of the fourth recess is a fourth bottom surface, wherein the fourth top surface and the fourth bottom surface are spaced apart in the first direction.

7. The automobile underbody structure (100) according to claim 3, characterized by The transition surface between the first protrusion (41) and the second recess (52) is a circular arc transition surface, and the transition surface is a double curvature modeling surface.

8. The automobile underbody structure (100) according to any one of claims 1 to 7, characterized by, The thickness T of the automobile bottom structure (100) in the first direction satisfies: 6mm≤T≤10mm; The height H of the first protrusion (41) in the first direction satisfies: 4mm≤H≤10mm; The height h of the first recess (51) in the first direction satisfies: 2mm≤h≤5mm.

9. The automobile bottom structure (100) according to claim 8, characterized in that, The negative Poisson's ratio cellular filler layer (3) is an integrally formed part formed by 3D printing, or The first structure layer (31) and the second structure layer (32) are both plate materials, and the negative Poisson's ratio cellular filler layer (3) is formed by stacking the first structure layer (31) and the second structure layer (32).

10. A vehicle characterized by comprising: Comprising: The automobile bottom structure (100) according to any one of claims 1-9.

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