Vehicle body structure and vehicle

Abstract

The utility model relates to the technical field of vehicles, and discloses a vehicle body structure and a vehicle. The vehicle body structure comprises a floor longitudinal beam and a seat assembly; the floor longitudinal beam extends in the front-back direction of the vehicle. The seat assembly comprises a seat, a first guide rail and a second guide rail, the first guide rail and the second guide rail are arranged in parallel and at intervals in the left-right direction of the vehicle, and the seat is arranged on the first guide rail and the second guide rail; in the front-back direction of the vehicle, the two sides of the first guide rail are fixedly connected with the floor longitudinal beams correspondingly. According to the vehicle body structure, the force transmission path of the vehicle body is optimized, and the strength of the vehicle body is improved.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and more particularly to a vehicle body structure and a vehicle. Background Technology

[0002] In existing technologies, the force transmission method of the floor longitudinal beam is singular, resulting in low body rigidity. Increasing the force transmission requires additional structural and design costs. At the same time, traditional seat rails are installed on the seat brackets on the vehicle floor. When a collision occurs, the brackets bear a huge inertial force, which may cause the seat to shift or deform. Therefore, how to optimize the force transmission path of the vehicle body and improve the body strength is a technical problem that urgently needs to be solved. Utility Model Content

[0003] This application provides a vehicle body structure and a vehicle, which optimizes the force transmission path of the vehicle body and improves the body strength.

[0004] To achieve the above objectives, the main technical solutions adopted in this application include:

[0005] In a first aspect, embodiments of this application provide a vehicle body structure, including a floor longitudinal beam and a seat assembly; the floor longitudinal beam extends along the front-rear direction of the vehicle; the seat assembly includes a seat, a first guide rail and a second guide rail, the first guide rail and the second guide rail are parallel and spaced apart along the left-right direction of the vehicle, and the seat is disposed on the first guide rail and the second guide rail; wherein, along the front-rear direction of the vehicle, both sides of the first guide rail are fixedly connected to the floor longitudinal beam respectively.

[0006] According to the vehicle body structure proposed in the first aspect of this application, the seat outer guide rail is integrated into the floor longitudinal beam, which enables the first guide rail and the floor longitudinal beam to form an integrated force transmission support structure. This allows the seat outer guide rail to participate in force transmission, improves the floor longitudinal beam's ability to transmit collision forces, optimizes the force transmission path in frontal collisions, effectively bears and evenly distributes the longitudinal and lateral loads generated in the floor area under vehicle driving, braking, turning, and collision conditions, avoids the concentrated application of loads to the floor longitudinal beam, significantly optimizes the overall force transmission path at the bottom of the vehicle body, and reduces the problem of local stress concentration. At the same time, this connection method can strengthen the lateral connection stiffness between the floor longitudinal beams, improve the overall structural strength and torsional performance of the vehicle body bottom frame, effectively suppress the deformation and vibration of the vehicle body floor, and enhance the structural stability and ride comfort of the vehicle body during driving. Furthermore, the double-sided fixed connection between the first guide rail and the floor longitudinal beam can rely on the rigid foundation of the floor longitudinal beam to provide stable load-bearing support for the first guide rail, improving the load-bearing capacity of the first guide rail itself.

[0007] Optionally, the vehicle body structure also includes a front floor crossbeam, which is connected to the floor longitudinal beam, and the front side of the first guide rail is connected to the front floor crossbeam.

[0008] In the above solution, the front side of the first guide rail is connected to the front floor crossbeam, which can further realize the stable installation of the first guide rail. The first guide rail can help the floor longitudinal beam to distribute the load, further optimize the overall force transmission path of the vehicle body, reduce local stress concentration, effectively improve the structural strength and torsional performance of the front side of the bottom of the vehicle body, suppress deformation and vibration in the front floor area, and enhance the structural stability of the whole vehicle.

[0009] Optionally, the vehicle body structure also includes a central channel that extends along the front-rear direction of the vehicle, and the two sides of the second guide rail are fixedly connected to the central channel along the front-rear direction of the vehicle.

[0010] In the above scheme, the second guide rail can serve as a lateral load-bearing and reinforcing component for the longitudinal load transmission of the central channel. It can efficiently bear the load carried by the central channel and distribute it evenly along the extension direction of the guide rail. At the same time, it helps the central channel to stably transmit the various loads it bears to the rear, effectively avoiding the problem of local stress concentration caused by the single longitudinal extension of the central channel, further optimizing the force flow transmission path at the bottom of the vehicle body, and significantly improving the structural rigidity and torsional performance of the central channel.

[0011] Optionally, the vehicle body structure also includes a front floor crossbeam connected to the floor longitudinal beam, and the front side of the second guide rail is connected to the front floor crossbeam.

[0012] In the above scheme, the second guide rail can transfer the load of the front floor crossbeam to the rear along the central channel. After the second guide rail receives the load of the front floor crossbeam, it smoothly transfers the load to the central channel. Relying on the longitudinal main force transmission structure of the central channel, the load is subsequently distributed, effectively sharing the load bearing pressure at the front end of the central channel, avoiding the accumulation of the load of the front floor crossbeam at the front of the vehicle body to form local stress concentration, further optimizing the overall force transmission system at the bottom of the vehicle body, and improving the balance and efficiency of load transmission at the bottom of the vehicle body.

[0013] Optionally, the vehicle body structure also includes multiple crossbeams, each extending along the left-right direction of the vehicle, with the multiple crossbeams spaced apart along the front-rear direction of the vehicle, and floor longitudinal beams connected to the multiple crossbeams.

[0014] In the above scheme, the longitudinal floor beams extending in the front-to-back direction and the transverse beams extending in the left-to-right direction form an integrated frame structure. The longitudinal load borne by the longitudinal floor beams can be quickly distributed laterally through each transverse beam. At the same time, the transverse beams can evenly transfer the lateral load at the bottom of the vehicle body to the longitudinal floor beams on both sides, which greatly optimizes the overall force transmission path at the bottom of the vehicle body, effectively reduces the problem of local stress concentration in the longitudinal floor beams and the bottom of the vehicle body, and significantly improves the uniformity and efficiency of load transmission.

[0015] Optionally, the first guide rail is connected to at least a portion of the plurality of crossbeams, and the second guide rail is connected to the plurality of crossbeams.

[0016] In the above scheme, the load from the front floor crossbeam borne by the first and second guide rails can be quickly and laterally distributed through the crossbeam, spreading the load evenly to the entire longitudinal and transverse frame at the bottom of the vehicle body. This further optimizes the force transmission path at the bottom of the vehicle, minimizes local stress concentration around the floor longitudinal beam, central channel, and guide rails, and significantly improves the uniformity and efficiency of load transmission, thereby improving the load-bearing performance of the bottom of the vehicle body from the root.

[0017] Optionally, the plurality of crossbeams includes a first crossbeam and a second crossbeam, the first crossbeam being located in front of the second crossbeam, and the rear sides of the first guide rail and the rear sides of the second guide rail being fixedly connected to the second crossbeam.

[0018] In the above solution, the rear sides of the first and second guide rails are fixedly connected to the second crossbeam located at the rear of the vehicle bottom. This allows the loads borne by the seat and the rear sides of the first and second guide rails to be simultaneously concentrated on the second crossbeam. Then, relying on the lateral extension structure of the second crossbeam, the load is quickly and evenly distributed to the longitudinal beams of the floor on both sides and the central channel. This efficiently opens up the rear force transmission channel from the seat assembly to the longitudinal main frame at the bottom of the vehicle, avoiding uneven load distribution on the rear sides of the two guide rails and the formation of local stress concentration. This further optimizes the force flow transmission path at the rear of the vehicle bottom and improves the concentration and efficiency of load transmission.

[0019] Optionally, the first guide rail and the second guide rail have the same structure and both include a guide rail body and a moving part. The guide rail body is disposed on the longitudinal beam or the central channel, the moving part is movably disposed on the guide rail body, and the seat is disposed on the moving part.

[0020] In the above scheme, the guide rail body, as the core load-bearing and force-transmitting component, is rigidly fixed to the floor longitudinal beam and the central channel, which improves the floor longitudinal beam's ability to transmit collision force, optimizes the frontal collision force transmission path, avoids the load being concentrated on the floor longitudinal beam, greatly optimizes the overall force transmission path at the bottom of the vehicle body, and reduces the problem of local stress concentration.

[0021] Optionally, the guide rail body includes a first section, a second section, and a third section. The first section, the second section, and the third section are connected in sequence and enclose a first sliding space. The second section is located on the longitudinal beam or the central channel along the left and right direction of the vehicle. The first section and the third section are located on both sides of the second section and extend in a direction away from the longitudinal beam or the central channel.

[0022] In the above scheme, the second section is connected to the floor longitudinal beam or the central channel, which can help the floor longitudinal beam or the central channel to transfer the load. The first and third sections on both sides extend outward, which can allow the guide rail body to form a highly rigid U-shaped structure, greatly improving its bending and torsional resistance.

[0023] Secondly, embodiments of this application propose a vehicle including the body structure described in any of the embodiments.

[0024] According to the second aspect of the present application, a vehicle having the body structure described in any of the above embodiments enhances floor stiffness and increases force transmission efficiency by optimizing the path of collision force transmission, improves collision performance, enhances seat fixation strength, reduces seat displacement or deformation caused by collision, and weakens pressure on other force transmission paths, enabling it to be designed to eliminate redundancy and helping to reduce weight and cost. Attached Figure Description

[0025] To more clearly illustrate the technical solutions in the specific embodiments of this application or the prior art, the drawings used in the description of the specific embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of this application. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0026] Figure 1 This is a schematic diagram of the overall structure in some embodiments of this application;

[0027] Figure 2 for Figure 1 A magnified structural diagram of point A in the middle.

[0028] [Explanation of Labels in the Attached Image]

[0029] 100. Floor longitudinal beams;

[0030] 200, Seat assembly; 220, First guide rail; 230, Second guide rail;

[0031] 201. Guide rail body; 201a. First section; 201b. Second section; 201c. Third section; 203. First sliding space;

[0032] 202. Mobile Department;

[0033] 300. Front floor beam;

[0034] 500, crossbeam; 510, first crossbeam; 520, second crossbeam;

[0035] X represents the forward / backward direction; Y represents the left / right direction. Detailed Implementation

[0036] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0037] Unless otherwise defined, all technical and scientific terms used in this application have the same meaning as commonly understood by one of ordinary skill in the art to which this application pertains; the terminology used in the description of this application is for the purpose of describing particular embodiments only and is not intended to limit the application; the terms "comprising" and "having," and any variations thereof, in the description, claims, and accompanying drawings of this application are intended to cover non-exclusive inclusion. The terms "first," "second," etc., in the description, claims, or accompanying drawings of this application are used to distinguish different objects, not to describe a specific order or hierarchy.

[0038] In this application, the reference to "embodiment" means that a specific feature, structure, or characteristic described in connection with an embodiment may be included in at least one embodiment of this application. The appearance of this phrase in various places throughout the specification does not necessarily refer to the same embodiment, nor is it a mutually exclusive, independent, or alternative embodiment. It will be explicitly and implicitly understood by those skilled in the art that the embodiments described in this application can be combined with other embodiments.

[0039] In the description of this application, it should be noted that, unless otherwise expressly specified and limited, the terms "installation," "connection," "linking," and "attachment" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal communication between two components. Those skilled in the art can understand the specific meaning of the above terms in this application according to the specific circumstances.

[0040] In this application, the term "and / or" is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, or B existing alone. Additionally, in this application, the character " / " generally indicates that the preceding and following related objects have an "or" relationship.

[0041] In this application, "multiple" refers to two or more (including two), similarly, "multiple sets" refers to two or more (including two sets), and "multiple pieces" refers to two or more (including two pieces).

[0042] In existing technologies, the force transmission method of the floor longitudinal beam is singular, resulting in low body rigidity. Increasing the force transmission requires additional structural and design costs. At the same time, traditional seat rails are installed on the seat brackets on the vehicle floor. When a collision occurs, the brackets bear a huge inertial force, which may cause the seat to shift or deform. Therefore, how to optimize the force transmission path of the vehicle body and improve the body strength is a technical problem that urgently needs to be solved.

[0043] Therefore, in order to optimize the force transmission path of the vehicle body and improve its strength, this application proposes a vehicle body structure in which the two sides of the first guide rail 220 are fixedly connected to the floor longitudinal beam 100, enabling the first guide rail 220 and the floor longitudinal beam 100 to form an integrated force transmission support structure. This effectively bears and evenly distributes the longitudinal and lateral loads generated in the floor area under vehicle driving, braking, turning, and collision conditions, avoiding load concentration on the floor longitudinal beam 100, significantly optimizing the overall force transmission path at the bottom of the vehicle body, and reducing local stress concentration problems. Simultaneously, this connection method can strengthen the lateral connection stiffness between the floor longitudinal beams 100, improving... The overall structural strength and torsional performance of the vehicle's bottom frame are improved, effectively suppressing deformation and vibration of the vehicle floor and enhancing structural stability and smoothness during vehicle operation. Furthermore, the first guide rail 220 is fixedly connected to the floor longitudinal beam 100 on both sides, which can rely on the rigid foundation of the floor longitudinal beam 100 to provide stable load-bearing support for the first guide rail 220, thereby improving the load-bearing capacity of the first guide rail 220 itself. While optimizing the force transmission path and strengthening the vehicle body, there is no need to add an additional independent support structure. This fully utilizes the original longitudinal beam layout of the vehicle body, taking into account both lightweight body structure and space compactness, and further improving the safety performance and structural reliability of the entire vehicle.

[0044] The following description, with reference to the accompanying drawings, describes a vehicle body structure and vehicle according to an embodiment of this application.

[0045] Please refer to Figure 1 and Figure 2 The vehicle body structure according to the first aspect of this application includes a floor longitudinal beam 100 and a seat assembly 200.

[0046] The floor longitudinal beam 100 extends along the front-rear direction X of the vehicle. It can be understood that the floor longitudinal beam 100 can serve as the main structure for longitudinal force transmission at the bottom of the vehicle body. It can efficiently bear and transmit the longitudinal loads generated under vehicle driving, braking, acceleration and collision conditions, give full play to the bending and torsional structural characteristics of the longitudinal beam, and greatly improve the longitudinal structural strength and overall rigidity of the vehicle body. At the same time, the extension layout along the front-rear direction X can maximize the use of the longitudinal space at the bottom of the vehicle body to complete the load transmission and avoid local structural overload.

[0047] The seat assembly 200 includes a seat, a first guide rail 220, and a second guide rail 230. Along the left-right direction Y of the vehicle, the first guide rail 220 and the second guide rail 230 are parallel and spaced apart. The seat is disposed on the first guide rail 220 and the second guide rail 230. It can be understood that the first guide rail 220 and the second guide rail 230 can serve as the support structure of the seat, which can evenly distribute the load of the seat and the occupants to the two guide rails, reduce the deformation or damage of the seat, and greatly improve the load-bearing stability of the seat.

[0048] Secondly, the parallel and spaced layout along the left and right Y direction of the vehicle can strictly limit the sliding trajectory of the seat, ensuring smooth and seamless adjustment of the seat without any lateral deviation, which helps to improve riding comfort. At the same time, the parallel and spaced double guide rails can form a stable lateral support frame, effectively resisting the lateral forces generated during seat use, strengthening the structural reliability of the seat component 200. In addition, the spacing of the double guide rails is adapted to the left and right dimensions of the vehicle body, without occupying extra redundant space in the vehicle, thus improving the compactness of the interior space.

[0049] Along the vehicle's longitudinal direction X, the first guide rail 220 is fixedly connected to the floor longitudinal beams 100 on both sides. This arrangement creates an integrated lateral force transmission connection structure between the first guide rail 220 and the two floor longitudinal beams 100. On the one hand, it allows the outer guide rail of the seat to participate in force transmission, improving the floor longitudinal beams 100's ability to transmit collision forces, optimizing the force transmission path in a frontal collision, and preventing the load from being concentrated on the floor longitudinal beams 100.

[0050] On the other hand, the load borne by the seat and the first guide rail 220 can be quickly and evenly transferred to the floor longitudinal beam 100 at the bottom of the vehicle body, optimizing the force transmission path at the bottom of the vehicle body, avoiding load concentration in local areas of the floor, solving the structural deformation problem caused by floor stress concentration; significantly improving the overall torsional and deformation resistance of the bottom of the vehicle body, and enhancing the structural stability of the whole vehicle when driving.

[0051] In addition, the first guide rail 220 is directly fixed to the floor longitudinal beam 100 on both sides without the need for additional independent support or transition structure. It fully relies on the original longitudinal beam of the vehicle body for fixation, which simplifies the overall vehicle structure, takes into account the lightweight design requirements of the vehicle body, and also improves the installation stability of the guide rail itself, preventing the guide rail from loosening or shifting under bumpy conditions, and ensuring the reliability of the seat assembly 200.

[0052] In other embodiments, please refer to Figure 1 and Figure 2 The vehicle body structure also includes a front floor crossbeam 300, which is connected to the floor longitudinal beam 100, and the front side of the first guide rail 220 is connected to the front floor crossbeam 300.

[0053] In the above scheme, the front side of the first guide rail 220 is connected to the front floor crossbeam 300, which can further realize the stable installation of the first guide rail 220. The first guide rail 220 can help the floor longitudinal beam 100 to distribute the load, further optimize the overall force transmission path of the vehicle body, reduce local stress concentration, effectively improve the structural strength and torsional performance of the front side of the bottom of the vehicle body, suppress deformation and vibration in the front floor area, and enhance the structural stability of the whole vehicle.

[0054] Specifically, the load generated after a vehicle collision can be transferred to the first guide rail 220 through the front floor crossbeam 300, reducing the load borne by the floor longitudinal beam 100, reducing the occurrence of local stress concentration, effectively optimizing the overall force transmission path at the bottom of the vehicle body, and significantly improving load transmission efficiency.

[0055] In other words, the first guide rail 220 can directly bear the load of the front floor crossbeam 300 and transfer it to the rear, effectively sharing the load bearing pressure at the front end of the floor longitudinal beam 100, which helps to improve the structural load-bearing performance of the bottom of the vehicle body, further enhance the overall structural strength and torsional stiffness of the vehicle body, suppress the deformation and vibration of the front floor crossbeam 300 and the floor longitudinal beam 100 caused by load concentration, and ensure the stability and durability of the vehicle body structure.

[0056] Furthermore, the structure reuses the first guide rail 220 of the seat assembly 200 to achieve load transfer function, without the need for additional dedicated force transfer structure. While efficiently transferring load to the rear and strengthening the body structure, it makes full use of the original component layout in the vehicle, taking into account the lightweight design requirements and space compactness of the body structure. It can also improve the integration of the front floor crossbeam 300, floor longitudinal beam 100 and seat guide rail, simplify the vehicle assembly process, and adapt to modular production process.

[0057] In addition, the front side of the first guide rail 220 is supported by the front floor crossbeam 300 to bear the load, and the rear side is fixed to the floor longitudinal beam 100 to transmit force. This can completely avoid the problem of the front end of the first guide rail 220 warping, shifting or deforming due to vehicle braking and bumps, greatly improve the overall installation stability and structural rigidity of the guide rail, and ensure the smoothness and accuracy of the seat sliding along the guide rail.

[0058] In other embodiments, please refer to Figure 1 and Figure 2 The vehicle body structure also includes a central channel, which extends along the front-rear direction X of the vehicle. The two sides of the second guide rail 230 are fixedly connected to the central channel.

[0059] In the above scheme, the second guide rail 230 can become a lateral load-bearing and reinforcing component for the longitudinal load transmission of the central channel. It can efficiently bear the load carried by the central channel and distribute it evenly along the extension direction of the guide rail. At the same time, it helps the central channel to stably transmit the various loads it bears to the rear, effectively avoiding the problem of local stress concentration caused by the single longitudinal extension of the central channel, further optimizing the force flow transmission path at the bottom of the vehicle body, and greatly improving the structural rigidity and torsional performance of the central channel.

[0060] Meanwhile, the second guide rail 230 is fixedly connected to both sides of the central channel. Combined with the connection between the first guide rail 220 and the floor longitudinal beam 100, the first guide rail 220 and the second guide rail 230 of the seat assembly 200 are respectively anchored to the two major longitudinal main frames at the bottom of the vehicle body. This allows the load of the seat and the occupants to be simultaneously distributed to the floor longitudinal beam 100 and the central channel, achieving bidirectional load distribution and transmission. This greatly enhances the load-bearing stability of the seat assembly 200, prevents the seat from shaking and shifting under vehicle bumps and braking conditions, and ensures the smoothness of seat sliding adjustment.

[0061] In addition, this connection method uses the second guide rail 230 to achieve lateral structural reinforcement of the central channel, which significantly improves the overall structural strength and deformation resistance of the bottom of the vehicle body. The second guide rail 230 of the seat assembly 200 is directly reused to complete the force transmission and reinforcement functions, without the need to add a special force transmission and support structure. It makes full use of the original component layout in the vehicle, takes into account the requirements of lightweight vehicle design and compact cabin space, and improves the integration of the central channel and the seat assembly 200, which helps to simplify the vehicle assembly process.

[0062] In other embodiments, please refer to Figure 1 and Figure 2 The vehicle body structure also includes a front floor crossbeam 300, which is connected to the floor longitudinal beam 100, and the front side of the second guide rail 230 is connected to the front floor crossbeam 300.

[0063] In the above scheme, the second guide rail 230 can transfer the load of the front floor crossbeam 300 to the rear along the central channel. After the second guide rail 230 receives the load of the front floor crossbeam 300, it smoothly transfers the load to the central channel. Relying on the longitudinal main force transmission structure of the central channel, the load is subsequently distributed, effectively sharing the load bearing pressure at the front end of the central channel, avoiding the accumulation of the load of the front floor crossbeam 300 at the front of the vehicle body to form local stress concentration, further optimizing the overall force transmission system at the bottom of the vehicle body, and improving the balance and efficiency of load transmission at the bottom of the vehicle body.

[0064] At the same time, it can reduce the problem of front-end warping and displacement of the second guide rail 230 under vehicle braking and bumpy conditions, significantly improve the installation rigidity and structural stability of the second guide rail 230 itself, ensure the smoothness and accuracy of seat sliding adjustment along the dual guide rails, and, together with the connection form of the first guide rail 220, enable both guide rails of the seat assembly 200 to be firmly anchored front and rear, further strengthening the overall load-bearing stability of the seat assembly 200 and effectively reducing the shaking and displacement of the seat during use.

[0065] Furthermore, this connection method directly reuses the second guide rail 230 of the seat assembly 200 to achieve load transmission between the front floor and the center channel, without the need for additional dedicated force transmission transfer structures. It makes full use of the original component layout in the vehicle, optimizes the force transmission path, strengthens the body structure, and takes into account the requirements of lightweight body design and compact cabin space. It can also improve the integration of the front floor crossbeam 300, the center channel and the seat assembly 200, simplify the vehicle assembly process, adapt to modular production processes, and strengthen the connection strength between the front floor crossbeam 300 and the center channel. This further enhances the overall torsional and deformation resistance of the front bottom of the vehicle body, and strengthens the reliability and durability of the entire vehicle structure.

[0066] In other embodiments, please refer to Figure 1 and Figure 2 The vehicle body structure also includes multiple crossbeams 500, each of which extends along the left-right direction Y of the vehicle. The multiple crossbeams 500 are spaced apart along the front-rear direction X of the vehicle. The floor longitudinal beam 100 is connected to the multiple crossbeams 500.

[0067] In the above scheme, the floor longitudinal beam 100 extending in the front-rear direction X and the cross beam 500 extending in the left-right direction Y form an integrated frame structure. The longitudinal load borne by the floor longitudinal beam 100 can be quickly distributed laterally through each cross beam 500. At the same time, the cross beam 500 can evenly transfer the lateral load at the bottom of the vehicle body to the floor longitudinal beams 100 on both sides, greatly optimizing the overall force transmission path at the bottom of the vehicle body, effectively reducing the local stress concentration problem of the floor longitudinal beam 100 and the bottom of the vehicle body, and significantly improving the uniformity and efficiency of load transmission.

[0068] The multiple crossbeams 500 spaced along the X-direction provide multi-point lateral support for the floor longitudinal beams 100, effectively constraining the mid-section deflection and lateral torsional deformation caused by the long longitudinal extension of the floor longitudinal beams 100. This significantly enhances the bending and torsional resistance of the floor longitudinal beams 100 themselves, while also strengthening the overall rigidity of the vehicle body bottom. This significantly improves the structural strength and deformation resistance of the vehicle body bottom, suppresses warping and vibration problems in the floor area under vehicle driving, turning, and bumpy conditions, and ensures the overall structural stability and ride comfort of the vehicle body.

[0069] Furthermore, the lateral extension structure of the crossbeam 500 can further improve the force transmission effect between the floor longitudinal beam 100, the front floor crossbeam 300, and the seat guide rail. The load transmitted from the front floor crossbeam 300 to the longitudinal beam is then dispersed twice by the crossbeam 500 and transmitted to the rear. Combined with the force transmission structure of the first guide rail 220 and the second guide rail, the multi-level force transmission system at the bottom of the vehicle is improved, allowing the load at the front of the vehicle body to be transmitted to the rear more smoothly.

[0070] Furthermore, this longitudinal and transverse frame structure does not require additional independent support components. It can fully reuse the crossbeams 500 to achieve the dual functions of structural reinforcement and load distribution, while taking into account the requirements of lightweight vehicle body design. At the same time, the spaced crossbeams 500 can serve as mounting carriers for functional components inside the vehicle, improving the utilization rate and integration of the vehicle body structure. In the event of a vehicle collision, it can quickly disperse the impact force, slow down the deformation rate of the floor longitudinal beams 100, and further enhance the collision safety protection capability of the vehicle body bottom.

[0071] In other embodiments, please refer to Figure 1 and Figure 2 The first guide rail 220 is connected to at least a portion of the plurality of crossbeams 500, and the second guide rail 230 is connected to the plurality of crossbeams 500.

[0072] In the above scheme, on the one hand, the load from the front floor crossbeam 300 borne by the first guide rail 220 and the second guide rail 230 can be quickly and laterally distributed through the crossbeam 500, and the load can be evenly distributed to the entire longitudinal and transverse frame of the vehicle bottom, further optimizing the force transmission path of the vehicle bottom, minimizing the local stress concentration around the floor longitudinal beam 100, the central channel and the guide rail, greatly improving the uniformity and efficiency of load transmission, and fundamentally improving the load-bearing performance of the vehicle bottom.

[0073] On the other hand, the crossbeam 500 provides multi-point rigid support for the guide rail along the vehicle's front-rear direction X. The full connection between the second guide rail 230 and all crossbeams 500, combined with the selective connection between the first guide rail 220 and some crossbeams 500, effectively constrains the longitudinal warping, lateral offset, or central deflection deformation of the guide rail under vehicle bumps and braking conditions. This ensures the smoothness and accuracy of the seat's sliding adjustment along the two guide rails. Furthermore, the lateral connection of the guide rails strengthens the connection rigidity between each crossbeam 500 and the floor longitudinal beam 100 and the central channel, significantly improving the overall structural strength and torsional and deformation resistance of the vehicle's bottom, and suppressing vibration and deformation problems in the floor area.

[0074] In addition, the multi-point connection structure can quickly disperse the impact force during a vehicle collision by working together with the guide rails and crossbeams 500, slowing down the deformation rate of the floor longitudinal beams 100 and the central channel, and further improving the collision safety protection capability of the vehicle's underside.

[0075] In other embodiments, please refer to Figure 1 and Figure 2 The multiple crossbeams 500 include a first crossbeam 510 and a second crossbeam 520. The first crossbeam 510 is located in front of the second crossbeam 520. The rear side of the first guide rail 220 and the rear side of the second guide rail 230 are both fixedly connected to the second crossbeam 520.

[0076] In the above solution, the rear sides of the first guide rail 220 and the second guide rail 230 are fixedly connected to the second crossbeam 520 located at the rear of the bottom of the vehicle body. This allows the loads borne by the seat and the rear sides of the first guide rail 220 and the second guide rail 230 to be simultaneously concentrated on the second crossbeam 520. Then, relying on the lateral extension structure of the second crossbeam 520, the load is quickly and evenly distributed to the longitudinal beams 100 on both sides of the floor and the central channel. This efficiently opens up the rear force transmission channel from the seat assembly 200 to the longitudinal main frame at the bottom of the vehicle body, avoiding uneven load distribution at the rear of the two guide rails and preventing local stress concentration. This further optimizes the force flow transmission path at the rear of the bottom of the vehicle body and improves the concentration and efficiency of load transmission.

[0077] Meanwhile, the rear sides of the two guide rails are connected to the same second crossbeam 520, which can effectively strengthen the lateral linkage stiffness between the first guide rail 220 and the second guide rail 230, strictly constrain the problem of relative offset and misalignment on the rear sides of the two guide rails, ensure that the two guide rails always remain parallel, ensure the smoothness and accuracy of the seat sliding adjustment along the guide rails, and eliminate the situation of sliding jamming and offset.

[0078] Furthermore, the second crossbeam 520 provides rigid support for the rear side of the first guide rail 220 and the second guide rail 230, which greatly improves the overall installation stability and structural rigidity of the seat assembly 200. At the same time, it can also enhance the connection strength between the second crossbeam 520 and the floor longitudinal beam 100 and the central channel, significantly improve the overall torsional and deformation resistance of the rear bottom of the vehicle body, effectively suppress the vibration and deformation of the rear area of ​​the floor, and further enhance the reliability and durability of the whole vehicle structure.

[0079] In other embodiments, please refer to Figure 1 and Figure 2 The first guide rail 220 and the second guide rail 230 have the same structure and both include a guide rail body 201 and a moving part 202. The guide rail body 201 is disposed on the longitudinal beam or the central channel, and the moving part 202 is movably disposed on the guide rail body 201. The seat is disposed on the moving part 202.

[0080] In the above scheme, the guide rail body 201, as the core load-bearing and force-transmitting component, is rigidly fixed to the floor longitudinal beam 100 and the central channel, which improves the ability of the floor longitudinal beam 100 to transmit collision force, optimizes the frontal collision force transmission path, avoids the load being concentrated on the floor longitudinal beam 100, significantly optimizes the overall force transmission path of the bottom of the vehicle body, and reduces the problem of local stress concentration. At the same time, this connection method can strengthen the lateral connection stiffness between the floor longitudinal beams 100, improve the overall structural strength and torsional performance of the bottom frame of the vehicle body, make the load transmission of the bottom of the vehicle body more balanced, and help improve the overall structural strength and torsional performance of the bottom of the vehicle body.

[0081] In other embodiments, please refer to Figure 1 and Figure 2The guide rail body 201 includes a first section 201a, a second section 201b, and a third section 201c. The first section 201a, the second section 201b, and the third section 201c are connected in sequence and enclose a first sliding space 203. The second section 201b is located on the longitudinal beam or the central channel along the left-right direction Y of the vehicle. The first section 201a and the third section 201c are located on both sides of the second section 201b and extend in a direction away from the longitudinal beam or the central channel.

[0082] In the above scheme, the second section 201b is connected to the floor longitudinal beam 100 or the central channel, which can help the floor longitudinal beam 100 or the central channel to transfer the load. The first section 201a and the third section 201c on both sides extend outward, which can allow the guide rail body 201 to form a high-rigidity U-shaped structure, greatly improving its bending and torsional resistance.

[0083] The enclosed first sliding space 203 can precisely limit the movement of the moving part 202, ensuring smooth and non-deviation-free seat sliding, while reducing the entry of debris into the mating surface, reducing sliding wear, and extending the service life of the structure; and the load can be evenly distributed in the three-section structure, reducing the problem of local stress concentration in the guide rail body 201.

[0084] Secondly, embodiments of this application propose a vehicle including the body structure described in any of the embodiments.

[0085] According to the second aspect of the present application, a vehicle having the body structure described in any of the above embodiments enhances floor stiffness and increases force transmission efficiency by optimizing the path of collision force transmission, improves collision performance, enhances seat fixation strength, reduces seat displacement or deformation caused by collision, and weakens pressure on other force transmission paths, enabling it to be designed to eliminate redundancy and helping to reduce weight and cost.

[0086] It should also be noted that the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0087] The various embodiments in this specification are described in a progressive manner. Similar or identical parts between embodiments can be referred to interchangeably. Each embodiment focuses on describing the differences from other embodiments. In particular, the system embodiments are basically similar to the method embodiments, so the description is relatively simple; relevant parts can be referred to the descriptions in the method embodiments.

[0088] The above description is merely an embodiment of this application and is not intended to limit the scope of this application. Various modifications and variations can be made to this application by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the scope of the claims of this application.

[0089] Although embodiments of this application have been described in conjunction with the accompanying drawings, those skilled in the art can make various modifications and variations without departing from the spirit and scope of this application, and such modifications and variations all fall within the scope defined by the appended claims.

Claims

1. A vehicle body structure characterized by comprising: The body structure comprises: a floor longitudinal beam (100) extending along a front-rear direction (X) of a vehicle; a seat assembly (200) comprising a seat, a first rail (220) and a second rail (230) arranged in parallel and spaced apart along a left-right direction (Y) of the vehicle, the seat being arranged on the first rail (220) and the second rail (230); wherein the first rail (220) is fixedly connected to the floor longitudinal beam (100) on both sides thereof along the front-rear direction (X) of the vehicle.

2. The vehicle body structure according to claim 1, characterized by The body structure further comprises a front floor cross beam (300) connected to the floor longitudinal beam (100), and a front side of the first rail (220) is connected to the front floor cross beam (300).

3. The vehicle body structure according to claim 1, characterized by The body structure further comprises a middle channel extending along the front-rear direction (X) of the vehicle, and the second rail (230) is fixedly connected to the middle channel on both sides thereof along the front-rear direction (X) of the vehicle.

4. The vehicle body structure according to claim 3, characterized by The body structure further comprises a front floor cross beam (300) connected to the floor longitudinal beam (100), and a front side of the second rail (230) is connected to the front floor cross beam (300).

5. The vehicle body structure according to claim 1, characterized by The body structure further comprises a plurality of cross beams (500), each of which extends along the left-right direction (Y) of the vehicle, and the plurality of cross beams (500) are arranged spaced apart along the front-rear direction (X) of the vehicle, and the floor longitudinal beam (100) is connected to the plurality of cross beams (500).

6. The vehicle body structure according to claim 5, characterized by The first rail (220) is connected to at least part of the plurality of cross beams (500), and the second rail (230) is connected to the plurality of cross beams (500).

7. The vehicle body structure according to claim 6, characterized by The plurality of cross beams (500) comprises a first cross beam (510) and a second cross beam (520), the first cross beam (510) is located at a front side of the second cross beam (520), and a rear side of the first rail (220) and a rear side of the second rail (230) are fixedly connected to the second cross beam (520).

8. The vehicle body structure according to claim 3, characterized by The first rail (220) and the second rail (230) are identical in structure and each comprises a rail body (201) and a moving part (202), the rail body (201) is arranged on the floor longitudinal beam (100) or the middle channel, the moving part (202) is movably arranged on the rail body (201), and the seat is arranged on the moving part (202).

9. The vehicle body structure according to claim 8, characterized by The guide rail body (201) includes a first section (201a), a second section (201b), and a third section (201c), the first section (201a), the second section (201b), and the third section (201c) are sequentially connected and surround a first sliding space (203), the second section (201b) is arranged on the floor longitudinal beam (100) or the middle channel, along the left-right direction (Y) of the vehicle, the first section (201a) and the third section (201c) are arranged on both sides of the second section (201b) and extend in a direction away from the floor longitudinal beam (100) or the middle channel.

10. A vehicle characterized by comprising: A vehicle body structure including the vehicle body structure according to any one of claims 1 to 9.

Images