Vehicle bottom structure and vehicle
Through the integrated design of the seat rail assembly and the longitudinal beam assembly, the seat rail participates in the longitudinal load transfer during vehicle collisions, solving the problem of increased weight and cost caused by the independent design of the longitudinal beam assembly, improving collision safety performance and realizing the effective utilization of structural stiffness.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2026-03-10
- Publication Date
- 2026-04-07
AI Technical Summary
In the existing technology, the longitudinal beam assembly and the seat rail assembly are designed as independent modules and fail to work together effectively. This results in the underutilization of the structural and material potential of high-strength metal components in the vehicle. The longitudinal beam assembly needs to be increased in size, material strength or complexity to meet safety requirements, which leads to increased vehicle weight and manufacturing costs, and limits the improvement of collision safety performance.
By integrating the seat rail assembly with the longitudinal beam assembly, the seat rail participates in the longitudinal load transfer during a vehicle collision, forming an auxiliary longitudinal force transmission path. By utilizing the structural stiffness and strength of the seat rail, the design of the longitudinal beam assembly can be simplified, and the material strength grade or reinforcement structure can be reduced.
It improves the collision safety performance of the vehicle's underbody structure, avoids increasing vehicle weight and manufacturing costs, and achieves a balance between safety, lightweighting, and economy.
Smart Images
Figure CN224090297U_ABST
Abstract
Description
TECHNICAL FIELD
[0001] The present application relates to the technical field of vehicles, in particular to a vehicle bottom structure and a vehicle. BACKGROUND
[0002] With the continuous upgrading of global automobile safety standards, the occupant protection capability of vehicles in front, rear-end and other collision conditions has become the core target of vehicle structure design. Modern load-bearing vehicle bodies generally adopt the design of longitudinal load transfer path, that is, the collision load of the front or rear part is effectively transferred and guided along the longitudinal direction of the vehicle body, so as to avoid local stress concentration and cause major deformation of the passenger compartment, thereby ensuring the structural integrity of the passenger compartment and maintaining sufficient survival space. In this process, the vehicle bottom structure as a key area of bearing and force transmission, the multiple functional components arranged inside need to work together to achieve the balance of safety and performance.
[0003] The vehicle bottom structure generally includes key components such as longitudinal beam assembly and seat slide rail assembly. Among them, the longitudinal beam assembly is arranged along the two sides of the vehicle body, mainly used for building the longitudinal load transfer path of the vehicle body, and bears the transfer and guidance of the collision load in the collision process to meet the collision safety requirements; and the seat slide rail assembly is located in the passenger compartment floor area, mainly used for realizing the functions of front and rear adjustment, locking and seating load support of the seat.
[0004] However, in the prior art, although the longitudinal beam assembly and the seat slide rail assembly are arranged in the vehicle bottom and adjacent to each other, they are usually developed and designed as independent functional modules, lacking effective structural coordination or mechanical coupling mechanism. Specifically, the seat slide rail assembly is designed only according to the seat function requirements and does not participate in the longitudinal load transfer path; and the longitudinal beam assembly alone bears the transfer and guidance of the collision load and cannot utilize the structural stiffness and strength of the seat slide rail assembly itself. This separation of function and structure not only causes the structure and material potential of the high-strength metal components in the vehicle to be not fully utilized, but also forces the longitudinal beam assembly to rely on larger cross-sectional size, higher strength material or more complex reinforcement scheme to meet the increasingly stringent safety regulations, thereby leading to the increase of vehicle body weight and manufacturing cost, and to a certain extent, restricting the further improvement of the collision safety performance of the vehicle. CONTENT OF THE UTILITY MODEL
[0005] The present application provides a vehicle bottom structure and a vehicle, which can realize integrated design of the seat slide rail assembly and the longitudinal beam assembly, so as to realize the improvement of collision safety performance with simpler structure and lower cost.
[0006] In order to achieve the above purpose, the main technical scheme adopted by the present application comprises:
[0007] In a first aspect, the embodiments of the present application provide a vehicle bottom structure, comprising:
[0008] The longitudinal beam assembly includes a front longitudinal beam assembly, a floor longitudinal beam assembly, and a rear longitudinal beam assembly arranged sequentially along the length of the vehicle. The floor longitudinal beam assembly includes a first floor longitudinal beam and a second floor longitudinal beam spaced apart along the width of the vehicle, and a first lateral connecting component and a second lateral connecting component spaced apart along the length of the vehicle. The first lateral connecting component and the second lateral connecting component are both connected between the first floor longitudinal beam and the second floor longitudinal beam. The rear end of the front longitudinal beam assembly is connected to the first lateral connecting component, and the front end of the rear longitudinal beam assembly is connected to the second lateral connecting component.
[0009] A seat rail assembly includes at least one seat rail extending along the length of the vehicle, wherein at least one of the seat rails is located between a first floor longitudinal beam and a second floor longitudinal beam, and its front end is connected to the first lateral connecting member and its rear end is connected to the second lateral connecting member, so as to participate in the longitudinal load transfer of the floor longitudinal beam assembly in the event of a vehicle collision.
[0010] This application provides a vehicle underbody structure that integrates the longitudinal beam assembly and the seat rail assembly. By directly connecting the front end of at least one seat rail to the first lateral connecting component and the rear end to the second lateral connecting component, an effective structural coordination and mechanical coupling mechanism is formed between the seat rail assembly and the longitudinal beam assembly. This allows the seat rail assembly to not only meet the basic functional requirements of seat adjustment and installation but also to function as part of the vehicle body longitudinal beam. In the event of a collision, it participates in the longitudinal load transfer of the floor longitudinal beam assembly, forming an auxiliary longitudinal force transmission path and sharing the force of the main force transmission structure. This effectively utilizes the structural stiffness and strength inherent in the seat rail itself, improving the overall vehicle underbody collision safety under the same longitudinal beam structure conditions. Under the same collision safety performance requirements, the cross-sectional design of the longitudinal beam assembly can be simplified, the material strength grade reduced, or the reinforcing structure decreased, effectively alleviating excessive reliance on the longitudinal beam in terms of size, material, or complexity. Therefore, it can significantly improve the collision safety performance of the vehicle underbody structure while avoiding the problems of increased vehicle weight and manufacturing costs.
[0011] Optionally, the seat slide rail assembly includes a first outer slide rail, a first inner slide rail, a second outer slide rail, and a second inner slide rail spaced apart along the vehicle width direction; wherein the first outer slide rail and the first inner slide rail are located on the side near the first floor longitudinal beam, and the second outer slide rail and the second inner slide rail are located on the side near the second floor longitudinal beam, and the front ends of the first outer slide rail and the second outer slide rail are both connected to the first transverse connecting component, and the rear ends of the first outer slide rail and the second outer slide rail are both connected to the second transverse connecting component.
[0012] In the above solution, by connecting the front ends of the first outer slide rail and the second outer slide rail located on the outside to the first transverse connecting component and the rear ends to the second transverse connecting component, they can participate in the longitudinal load transfer of the floor longitudinal beam assembly when the vehicle collides, forming an auxiliary longitudinal force transmission path, sharing the force of the main force transmission structure, and achieving higher load transfer efficiency. This can effectively improve the collision safety performance of the vehicle bottom structure, taking into account safety, lightweighting, and manufacturing economy.
[0013] Optionally, the front ends of the first inner slide rail and the second inner slide rail are both connected to the first transverse connecting component, and the rear ends are both connected to the second transverse connecting component.
[0014] In the above solution, by further connecting the front ends of the first inner slide rail and the second inner slide rail to the first transverse connecting component and the rear ends to the second transverse connecting component, all four seat slide rails participate in the longitudinal load transfer of the floor longitudinal beam assembly, thereby constructing a multi-channel, highly redundant auxiliary force transmission network. This fully utilizes the overall structural rigidity of the seat slide rail assembly, significantly improving the load dispersion capability and energy absorption efficiency of the vehicle's bottom structure during a collision, effectively reducing the risk of local deformation and structural failure of the passenger compartment. At the same time, it makes the longitudinal load distribution in the transverse direction more uniform, maximizing collision safety performance, and is especially suitable for high-safety-level vehicles with extremely high requirements for occupant protection.
[0015] Optionally, the front longitudinal beam assembly includes a first front longitudinal beam and a second front longitudinal beam spaced apart along the vehicle width direction. The rear ends of the first and second front longitudinal beams are both connected to the first transverse connecting component, and the positions of the first and second front longitudinal beams in the vehicle length direction correspond to the first outer slide rail and the second outer slide rail, respectively.
[0016] In the above scheme, the front longitudinal beam assembly includes a first front longitudinal beam and a second front longitudinal beam spaced apart along the width direction of the vehicle at the front of the vehicle. The positions of the first front longitudinal beam and the second front longitudinal beam in the length direction of the vehicle correspond to the first outer slide rail and the second outer slide rail, which have better force transmission performance, respectively. This allows the collision load from the front of the vehicle to be directly and efficiently transferred to the corresponding outer slide rail along the first front longitudinal beam and the second front longitudinal beam, forming a continuous and aligned longitudinal load transfer path. This effectively avoids the deflection or secondary distribution of the longitudinal load during the transfer process, resulting in higher load transfer efficiency. This can more effectively improve the collision safety performance of the vehicle's bottom structure, taking into account safety, lightweighting, and manufacturing economy.
[0017] Optionally, the rear longitudinal beam assembly includes a first rear longitudinal beam and a second rear longitudinal beam spaced apart along the vehicle width direction. The front ends of both the first and second rear longitudinal beams are connected to the second transverse connecting component, and the positions of the first and second rear longitudinal beams in the vehicle length direction correspond to the first outer slide rail and the second outer slide rail, respectively.
[0018] In the above scheme, the rear longitudinal beam assembly includes a first rear longitudinal beam and a second rear longitudinal beam spaced apart along the width direction of the vehicle at the rear of the vehicle. The positions of the first rear longitudinal beam and the second rear longitudinal beam in the length direction of the vehicle correspond to the first outer slide rail and the second outer slide rail, which have better force transmission performance, respectively. This allows the collision load from the rear of the vehicle to be directly and efficiently transferred to the corresponding outer slide rail along the first rear longitudinal beam and the second rear longitudinal beam, forming a continuous and aligned longitudinal load transfer path. This effectively avoids the deflection or secondary distribution of the longitudinal load during the transfer process, resulting in higher load transfer efficiency. This can more effectively improve the collision safety performance of the vehicle's bottom structure, taking into account safety, lightweighting, and manufacturing economy.
[0019] Optionally, it further includes at least one floor crossbeam extending along the width of the vehicle, and the floor crossbeam is connected between the first floor longitudinal beam and the second floor longitudinal beam.
[0020] In the above solution, the floor longitudinal beam assembly includes at least one floor crossbeam extending along the vehicle width direction, which significantly enhances the lateral stiffness and overall structural stability of the floor longitudinal beam assembly, effectively suppressing the relative deformation between the first and second floor longitudinal beams under collision or vehicle body torsion conditions. Simultaneously, the floor crossbeam, together with the first and second lateral connecting components, constitutes multiple lateral reinforcement structures, forming a more rationally distributed and more collaborative bottom support system. This not only improves the overall torsional resistance and collision safety performance of the vehicle's bottom structure but also provides a more stable mounting foundation for the seat rails.
[0021] Optionally, the seat rail is fixedly connected to the upper surface of the floor beam.
[0022] In the above solution, by fixing the seat slide rail to the upper surface of the floor beam, the local stiffness and load-bearing capacity of the seat slide rail installation area can be significantly improved, thereby improving the structural strength and connection reliability of the seat slide rail, and further improving the structural stability of the vehicle bottom structure.
[0023] Optionally, it further includes a front bumper beam, a front energy-absorbing box, a rear energy-absorbing box, and a rear bumper beam arranged sequentially along the length of the vehicle; the front bumper beam extends along the width of the vehicle, and its rear end is connected to the front end of the front longitudinal beam assembly through the front energy-absorbing box; the rear bumper beam extends along the width of the vehicle, and its front end is connected to the rear end of the rear longitudinal beam assembly through the rear energy-absorbing box.
[0024] In the above scheme, the vehicle bottom structure also includes a front bumper beam, a front energy-absorbing box, a rear energy-absorbing box, and a rear bumper beam arranged sequentially along the length of the vehicle. The front bumper beam is connected to the front end of the front longitudinal beam assembly through the front energy-absorbing box, and the rear bumper beam is connected to the rear end of the rear longitudinal beam assembly through the rear energy-absorbing box, thus forming a complete front and rear collision buffer system. This system can efficiently absorb the initial impact energy in frontal or rear-end collisions, and through the controllable collapse of the front and rear energy-absorbing boxes, smoothly transfer the remaining load to the longitudinal beam assembly, effectively preventing high impact forces from being directly transmitted to the passenger compartment. This significantly enhances the structural protection level of the passenger compartment and further strengthens the overall safety performance of the vehicle bottom structure.
[0025] Optionally, it also includes a floor covering the area enclosed by the first floor longitudinal beam, the second floor longitudinal beam, the first transverse connecting member, and the second transverse connecting member.
[0026] In the above solution, the vehicle bottom structure also includes a floor, which covers the area enclosed by the first floor longitudinal beam, the second floor longitudinal beam, the first transverse connecting component, and the second transverse connecting component. This not only provides a flat load-bearing surface for the passenger compartment, but also enhances the overall rigidity and torsional resistance of the floor longitudinal beam assembly, effectively suppresses local vibration and deformation, and further improves the safety performance of the vehicle bottom structure.
[0027] Secondly, embodiments of this application provide a vehicle including the aforementioned vehicle bottom structure.
[0028] This application provides a vehicle that integrates the longitudinal beam assembly and the seat rail assembly. By directly connecting the front end of at least one seat rail to the first lateral connecting component and the rear end to the second lateral connecting component, an effective structural coordination and mechanical coupling mechanism is formed between the seat rail assembly and the longitudinal beam assembly. This allows the seat rail assembly to not only meet the basic functional requirements of seat adjustment and installation but also to function as part of the vehicle's longitudinal beam. In the event of a collision, it participates in the longitudinal load transfer of the floor longitudinal beam assembly, forming an auxiliary longitudinal force transmission path and sharing the stress on the main force transmission structure. This effectively utilizes the structural stiffness and strength inherent in the seat rail itself, improving the overall vehicle's bottom collision safety under the same longitudinal beam structure conditions. Under the same collision safety performance requirements, the cross-sectional design of the longitudinal beam assembly can be simplified, the material strength grade reduced, or the reinforcing structure decreased, effectively alleviating excessive reliance on the longitudinal beam in terms of size, material, or complexity. Therefore, it can significantly improve the collision safety performance of the vehicle's bottom structure while avoiding the problems of increased vehicle weight and manufacturing costs. Attached Figure Description
[0029] 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.
[0030] Figure 1 This is a schematic diagram of the overall structure of the vehicle's underside in some embodiments of this application. Figure 1 ;
[0031] Figure 2 This is a partial structural diagram of the vehicle bottom structure in some embodiments of this application;
[0032] Figure 3 This is a schematic diagram showing the usage state of the vehicle bottom structure in some embodiments of this application;
[0033] Figure 4 This is a schematic diagram of the overall structure of the vehicle's underside in some embodiments of this application. Figure 2 .
[0034] [Explanation of Labels in the Attached Image]
[0035] 1: Longitudinal beam assembly;
[0036] 11: Front longitudinal beam assembly; 111: First front longitudinal beam; 112: Second front longitudinal beam;
[0037] 12: Floor longitudinal beam assembly; 121: First floor longitudinal beam; 122: Second floor longitudinal beam; 123: First transverse connecting component; 124: Second transverse connecting component;
[0038] 13: Rear longitudinal beam assembly; 131: First rear longitudinal beam; 132: Second rear longitudinal beam;
[0039] 2: Seat slide rail assembly; 21: Seat slide rail; 211: First outer slide rail; 212: First inner slide rail; 213: Second outer slide rail; 214: Second inner slide rail;
[0040] 3: Floor beams;
[0041] 4: Front bumper beam;
[0042] 5: Front energy-absorbing box;
[0043] 6: Rear energy-absorbing box;
[0044] 7: Rear bumper beam;
[0045] 8: Floor;
[0046] X: Vehicle length direction;
[0047] Y: Vehicle width direction. Detailed Implementation
[0048] 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.
[0049] 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.
[0050] 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.
[0051] 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.
[0052] 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.
[0053] 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).
[0054] The vehicle's underbody structure typically includes key components such as longitudinal beam assemblies and seat rail assemblies. The longitudinal beam assemblies, arranged along both sides of the vehicle body, primarily serve to establish the longitudinal load transfer path, bearing the transmission and distribution of collision loads during a collision to meet collision safety requirements. The seat rail assemblies, located in the passenger compartment floor area, mainly facilitate seat adjustment, locking, and support for passenger loads. However, in existing technologies, although both the longitudinal beam assemblies and seat rail assemblies are located under the vehicle and in close proximity, they are usually developed and designed as independent functional modules, lacking an effective structural coordination or mechanical coupling mechanism. Specifically, the seat rail assembly is designed solely based on the seat's functional requirements and does not participate in the longitudinal load transfer path; while the longitudinal beam assembly alone bears the transmission and distribution of collision loads, failing to utilize the structural stiffness and strength inherent in the seat rail assembly itself. This disconnect between function and structure not only results in the underutilization of the structural and material potential of high-strength metal components inside the vehicle, but also forces the longitudinal beam assembly to rely on larger cross-sectional dimensions, higher-strength materials, or more complex reinforcement schemes to meet increasingly stringent safety regulations. This leads to increased vehicle weight, higher manufacturing costs, and to some extent, restricts further improvement in the overall vehicle's collision safety performance.
[0055] In view of this, in order to achieve an integrated design of the seat rail assembly and the longitudinal beam assembly, and to improve collision safety performance with a simpler structure and lower cost, this application provides a vehicle underbody structure, please refer to... Figure 1 , Figure 2 and Figure 3 It includes longitudinal beam assembly 1 and seat slide rail assembly 2, wherein:
[0056] The longitudinal beam assembly 1 includes a front longitudinal beam assembly 11, a floor longitudinal beam assembly 12, and a rear longitudinal beam assembly 13 arranged sequentially from front to back along the vehicle length direction X. The floor longitudinal beam assembly 12 includes a first floor longitudinal beam 121, a second floor longitudinal beam 122, a first transverse connecting component 123, and a second transverse connecting component 124. The first floor longitudinal beam 121 is located on the left side of the vehicle body, and the second floor longitudinal beam 122 is located on the right side of the vehicle body, arranged opposite to each other to form the main load-bearing components on both sides. The first transverse connecting component 123 and the second transverse connecting component 124 are spaced apart along the vehicle width direction Y and connected between the first floor longitudinal beam 121 and the second floor longitudinal beam 122, thereby forming a closed bottom frame structure. Specifically, rigid connections can be achieved through welding, riveting, or integral molding, etc., without limitation. Specifically, in this embodiment, the first transverse connecting component 123... The left and right ends are respectively connected to the front end of the first floor longitudinal beam 121 and the front end of the second floor longitudinal beam 122. The left and right ends of the second transverse connecting component 124 are respectively connected to the rear end of the first floor longitudinal beam 121 and the rear end of the second floor longitudinal beam 122. The front longitudinal beam assembly 11 is located at the front of the vehicle, and the rear end of the front longitudinal beam assembly 11 is connected to the first transverse connecting component 123 for transmitting longitudinal collision loads. The rear longitudinal beam assembly 13 is located at the rear of the vehicle, and the front end of the rear longitudinal beam assembly 13 is connected to the second transverse connecting component 124 for transmitting longitudinal collision loads. The specific connection method between the front longitudinal beam assembly 11 and the first transverse connecting component 123, or the specific connection method between the rear longitudinal beam assembly 13 and the second transverse connecting component 124, can be welding, riveting, or integral molding, and is not limited here.
[0057] The seat rail assembly 2 is installed at the bottom of the vehicle passenger compartment and includes at least one seat rail 21 extending along the vehicle length direction X for supporting the seating load. It may also include functions such as front and rear adjustment or locking. At least one of the seat rails 21 is located inside the floor longitudinal beam assembly 12, that is, it is arranged as a whole in the closed bottom frame structure formed by the first floor longitudinal beam 121, the second floor longitudinal beam 122, the first transverse connecting member 123 and the second transverse connecting member 124. Its front end is connected to the first transverse connecting member 123 and its rear end is connected to the second transverse connecting member 124, so that it can participate in the longitudinal load transfer of the floor longitudinal beam assembly 12 when the vehicle collides, forming an auxiliary longitudinal force transmission path and sharing the force.
[0058] This application provides a vehicle underbody structure that integrates the longitudinal beam assembly 1 and the seat rail assembly 2. By directly connecting the front end of at least one seat rail 21 to the first transverse connecting component 123 and the rear end to the second transverse connecting component 124, an effective structural coordination and mechanical coupling mechanism is formed between the seat rail assembly 2 and the longitudinal beam assembly 1. This allows the seat rail assembly 2 to not only meet the basic functional requirements of seat adjustment and installation but also to function as part of the vehicle body longitudinal beam, participating in the longitudinal load transfer of the floor longitudinal beam assembly 12 during a vehicle collision. Figure 3 As shown, an auxiliary longitudinal force transmission path is formed to share the force of the main force transmission structure. This allows the structural stiffness and strength of the seat rail 21 itself to be effectively utilized, improving the collision safety of the vehicle's underside under the same longitudinal beam structure conditions. Under the same collision safety performance requirements, the cross-sectional design of the longitudinal beam assembly 1 can be simplified, the material strength grade can be reduced, or the reinforcing structure can be reduced, thereby effectively alleviating the over-reliance on the longitudinal beam in terms of size, material, or complexity. Therefore, the collision safety performance of the vehicle's underside structure can be significantly improved while avoiding the problems of increased vehicle weight and manufacturing costs.
[0059] In other embodiments, such as Figure 2 As shown, the seat slide rail assembly 2 includes a first outer slide rail 211, a first inner slide rail 212, a second outer slide rail 213, and a second inner slide rail 214 spaced apart along the vehicle width direction Y. The first outer slide rail 211 and the first inner slide rail 212 are positioned opposite each other on the left side of the floor longitudinal beam assembly 12, forming a first slide rail assembly for supporting and adjusting the left seat. The second outer slide rail 213 and the second inner slide rail 214 are positioned opposite each other on the right side of the floor longitudinal beam assembly 12, forming a second slide rail assembly for supporting and adjusting the right seat. The front ends of the first outer slide rail 211 and the second outer slide rail 213 are connected to the first transverse connecting component 123, and their rear ends are connected to the second transverse connecting component 124, thus enabling them to participate in the longitudinal load transfer of the floor longitudinal beam assembly 12 during a vehicle collision, forming an auxiliary longitudinal force transmission path and sharing the load.
[0060] In the above solution, by connecting the front ends of the first outer slide rail 211 and the second outer slide rail 213 located on the outside to the first transverse connecting component 123 and the rear ends to the second transverse connecting component 124, they can participate in the longitudinal load transfer of the floor longitudinal beam assembly 12 when the vehicle collides, forming an auxiliary longitudinal force transmission path, sharing the force of the main force transmission structure, and achieving higher load transmission efficiency. This can effectively improve the collision safety performance of the vehicle bottom structure, taking into account safety, lightweighting and manufacturing economy.
[0061] In other embodiments, the front ends of the first inner slide rail 212 and the second inner slide rail 214 are both connected to the first transverse connecting component 123, and the rear ends are both connected to the second transverse connecting component 124. Thus, they can also participate in the longitudinal load transfer of the floor longitudinal beam assembly 12 when a vehicle collision occurs, forming an auxiliary longitudinal force transmission path and sharing the force.
[0062] In the above scheme, by further connecting the front ends of the first inner slide rail 212 and the second inner slide rail 214 to the first transverse connecting component 123 and the rear ends to the second transverse connecting component 124, all four seat slide rails 21 participate in the longitudinal load transmission of the floor longitudinal beam assembly 12, thereby constructing a multi-channel, highly redundant auxiliary force transmission network. This fully utilizes the overall structural rigidity of the seat slide rail assembly 2, significantly improving the load dispersion capability and energy absorption efficiency of the vehicle bottom structure when a vehicle collision occurs, effectively reducing the risk of local deformation and structural failure of the passenger compartment. At the same time, it makes the longitudinal load distribution in the transverse direction more uniform, maximizing the collision safety performance, and is especially suitable for high-safety-level vehicles with extremely high requirements for occupant protection.
[0063] In other embodiments, the front longitudinal beam assembly 11 includes a first front longitudinal beam 111 and a second front longitudinal beam 112 spaced apart along the vehicle width direction Y at the front of the vehicle. The rear ends of the first front longitudinal beam 111 and the second front longitudinal beam 112 are both connected to the first lateral connecting member 123, and the positions of the first front longitudinal beam 111 and the second front longitudinal beam 112 in the vehicle length direction X correspond to the first outer slide rail 211 and the second outer slide rail 213, respectively.
[0064] In the above scheme, the front longitudinal beam assembly 11 includes a first front longitudinal beam 111 and a second front longitudinal beam 112 spaced apart along the vehicle width direction Y at the front of the vehicle. The first front longitudinal beam 111 and the second front longitudinal beam 112 correspond to the first outer slide rail 211 and the second outer slide rail 213, which have better force transmission performance, respectively, along the vehicle length direction X. This allows the collision load from the front of the vehicle to be directly and efficiently transmitted to the corresponding outer slide rail along the first front longitudinal beam 111 and the second front longitudinal beam 112, forming a continuous and aligned longitudinal load transmission path. This effectively avoids the deflection or secondary distribution of the longitudinal load during the transmission process, resulting in higher load transmission efficiency. This can more effectively improve the collision safety performance of the vehicle's bottom structure, taking into account safety, lightweighting, and manufacturing economy.
[0065] In other embodiments, the rear longitudinal beam assembly 13 includes a first rear longitudinal beam 131 and a second rear longitudinal beam 132 spaced apart along the vehicle width direction Y at the rear of the vehicle. The front ends of the first rear longitudinal beam 131 and the second rear longitudinal beam 132 are both connected to the second lateral connecting member 124, and the positions of the first rear longitudinal beam 131 and the second rear longitudinal beam 132 in the vehicle length direction X correspond to the first outer slide rail 211 and the second outer slide rail 213, respectively.
[0066] In the above scheme, the rear longitudinal beam assembly 13 includes a first rear longitudinal beam 131 and a second rear longitudinal beam 132 spaced apart along the vehicle width direction Y at the rear of the vehicle. The first rear longitudinal beam 131 and the second rear longitudinal beam 132 correspond to the first outer slide rail 211 and the second outer slide rail 213, which have better force transmission performance, respectively, along the vehicle length direction X. This allows the collision load from the rear of the vehicle to be directly and efficiently transmitted to the corresponding outer slide rail along the first rear longitudinal beam 131 and the second rear longitudinal beam 132, forming a continuous and aligned longitudinal load transmission path. This effectively avoids the deflection or secondary distribution of the longitudinal load during the transmission process, resulting in higher load transmission efficiency. This can more effectively improve the collision safety performance of the vehicle's bottom structure, taking into account safety, lightweighting, and manufacturing economy.
[0067] In some other embodiments, the floor longitudinal beam assembly 12 is provided with at least one floor crossbeam 3 extending along the vehicle width direction Y. More preferably, in this embodiment, there are three floor crossbeams 3, which are evenly distributed in the floor longitudinal beam assembly 12. The floor crossbeams 3 are connected between the first floor longitudinal beam 121 and the second floor longitudinal beam 122 by means of welding, riveting or integral molding.
[0068] In the above solution, the floor longitudinal beam assembly 12 is provided with at least one floor crossbeam 3 extending along the vehicle width direction Y, which can significantly enhance the lateral stiffness and overall structural stability of the floor longitudinal beam assembly 12, and effectively suppress the relative deformation between the first floor longitudinal beam 121 and the second floor longitudinal beam 122 under collision or vehicle body torsion conditions. At the same time, the floor crossbeam 3, together with the first lateral connecting component 123 and the second lateral connecting component 124, constitutes a multi-layer lateral reinforcement structure, forming a more rationally distributed and more synergistic bottom support system, which can not only improve the overall torsional resistance and collision safety performance of the vehicle bottom structure, but also provide a more stable installation foundation for the seat slide rail 21.
[0069] In other embodiments, the seat slide rail 21 is fixedly connected to the upper surface of the floor beam 3. Specifically, in this embodiment, the seat slide rail 21 is fixedly connected to the floor beam 3 by bolts.
[0070] In the above solution, by fixing the seat slide rail 21 to the upper surface of the floor beam 3, the local stiffness and load-bearing capacity of the installation area of the seat slide rail 21 can be significantly improved, thereby improving the structural strength and connection reliability of the seat slide rail 21, and further improving the structural stability of the vehicle bottom structure.
[0071] In other embodiments, such as Figure 4 As shown, the vehicle bottom structure also includes a front bumper beam 4, a front energy-absorbing box 5, a rear energy-absorbing box 6, and a rear bumper beam 7 arranged sequentially along the vehicle length direction X; wherein, the front bumper beam 4 extends along the vehicle width direction Y at the front end of the vehicle, and its rear end is connected to the front end of the front longitudinal beam assembly 11 through the front energy-absorbing box 5; the rear bumper beam 7 extends along the vehicle width direction Y at the rear end of the vehicle, and its front end is connected to the rear end of the rear longitudinal beam assembly 13 through the rear energy-absorbing box 6.
[0072] In the above scheme, the vehicle bottom structure also includes a front anti-collision beam 4, a front energy-absorbing box 5, a rear energy-absorbing box 6, and a rear anti-collision beam 7 arranged sequentially along the vehicle length direction X. The front anti-collision beam 4 is connected to the front end of the front longitudinal beam assembly 11 through the front energy-absorbing box 5, and the rear anti-collision beam 7 is connected to the rear end of the rear longitudinal beam assembly 13 through the rear energy-absorbing box 6, thereby forming a complete front and rear collision buffer system. It can efficiently absorb the initial impact energy in frontal or rear-end collisions, and through the controllable collapse of the front energy-absorbing box 5 and the rear energy-absorbing box 6, smoothly guide the remaining load to the longitudinal beam assembly 1, effectively avoiding the direct transmission of high impact force to the passenger compartment, thereby significantly enhancing the structural protection level of the passenger compartment and further strengthening the comprehensive safety performance of the vehicle bottom structure.
[0073] In other embodiments, the vehicle underbody structure further includes a floor 8, which covers the area enclosed by the first floor longitudinal beam 121, the second floor longitudinal beam 122, the first transverse connecting member 123, and the second transverse connecting member 124; in this embodiment, all four sides of the floor 8 are welded to the first floor longitudinal beam 121, the second floor longitudinal beam 122, the first transverse connecting member 123, and the second transverse connecting member 124.
[0074] In the above scheme, the vehicle bottom structure also includes a floor 8, which covers the area enclosed by the first floor longitudinal beam 121, the second floor longitudinal beam 122, the first transverse connecting component 123, and the second transverse connecting component 124. This not only provides a flat load-bearing surface for the passenger compartment, but also enhances the overall rigidity and torsional resistance of the floor longitudinal beam assembly 12, effectively suppresses local vibration and deformation, and further improves the safety performance of the vehicle bottom structure.
[0075] On the other hand, embodiments of this application provide a vehicle including the aforementioned vehicle underbody structure.
[0076] This application provides a vehicle that integrates the longitudinal beam assembly 1 and the seat rail assembly 2. By directly connecting the front end of at least one seat rail 21 to the first transverse connecting component 123 and the rear end to the second transverse connecting component 124, an effective structural coordination and mechanical coupling mechanism is formed between the seat rail assembly 2 and the longitudinal beam assembly 1. This allows the seat rail assembly 2 to not only meet the basic functional requirements of seat adjustment and installation but also to function as part of the vehicle body longitudinal beam, participating in the longitudinal load transfer of the floor longitudinal beam assembly 12 during a vehicle collision. Figure 3 As shown, an auxiliary longitudinal force transmission path is formed to share the force of the main force transmission structure. This allows the structural stiffness and strength of the seat rail 21 itself to be effectively utilized, improving the collision safety of the vehicle's underside under the same longitudinal beam structure conditions. Under the same collision safety performance requirements, the cross-sectional design of the longitudinal beam assembly 1 can be simplified, the material strength grade can be reduced, or the reinforcing structure can be reduced, thereby effectively alleviating the over-reliance on the longitudinal beam in terms of size, material, or complexity. Therefore, the collision safety performance of the vehicle's underside structure can be significantly improved while avoiding the problems of increased vehicle weight and manufacturing costs.
[0077] 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 limitations, 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.
[0078] 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.
[0079] 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.
[0080] 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 underbody structure, characterized in that, include: The longitudinal beam assembly (1) includes a front longitudinal beam assembly (11), a floor longitudinal beam assembly (12), and a rear longitudinal beam assembly (13) arranged sequentially along the vehicle length direction (X); the floor longitudinal beam assembly (12) includes a first floor longitudinal beam (121) and a second floor longitudinal beam (122) spaced apart along the vehicle width direction (Y), and a first lateral connecting component (123) and a second lateral connecting component (124) spaced apart along the vehicle length direction (X), wherein the first lateral connecting component (123) and the second lateral connecting component (124) are both connected between the first floor longitudinal beam (121) and the second floor longitudinal beam (122); the rear end of the front longitudinal beam assembly (11) is connected to the first lateral connecting component (123); the front end of the rear longitudinal beam assembly (13) is connected to the second lateral connecting component (124); The seat rail assembly (2) includes at least one seat rail (21) extending along the vehicle length direction (X), wherein at least one of the seat rails (21) is located between the first floor longitudinal beam (121) and the second floor longitudinal beam (122), and its front end is connected to the first lateral connecting member (123) and its rear end is connected to the second lateral connecting member (124) to participate in the longitudinal load transfer of the floor longitudinal beam assembly (12) in the event of a vehicle collision.
2. The vehicle bottom structure according to claim 1, characterized in that, The seat rail assembly (2) includes a first outer rail (211), a first inner rail (212), a second outer rail (213), and a second inner rail (214) spaced apart along the vehicle width direction (Y); wherein the first outer rail (211) and the first inner rail (212) are located on the side close to the first floor longitudinal beam (121), and the second outer rail (213) and the second inner rail (214) are located on the side close to the second floor longitudinal beam (122), and the front ends of the first outer rail (211) and the second outer rail (213) are both connected to the first transverse connecting component (123), and the rear ends are both connected to the second transverse connecting component (124).
3. The vehicle bottom structure according to claim 2, characterized in that, The front ends of the first inner slide rail (212) and the second inner slide rail (214) are both connected to the first transverse connecting component (123), and the rear ends are both connected to the second transverse connecting component (124).
4. The vehicle bottom structure according to claim 2, characterized in that, The front longitudinal beam assembly (11) includes a first front longitudinal beam (111) and a second front longitudinal beam (112) spaced apart along the vehicle width direction (Y). The rear ends of the first front longitudinal beam (111) and the second front longitudinal beam (112) are both connected to the first transverse connecting member (123). The positions of the first front longitudinal beam (111) and the second front longitudinal beam (112) in the vehicle length direction (X) correspond to the first outer slide rail (211) and the second outer slide rail (213), respectively.
5. The vehicle bottom structure according to claim 2, characterized in that, The rear longitudinal beam assembly (13) includes a first rear longitudinal beam (131) and a second rear longitudinal beam (132) spaced apart along the vehicle width direction (Y). The front ends of the first rear longitudinal beam (131) and the second rear longitudinal beam (132) are both connected to the second transverse connecting member (124), and the positions of the first rear longitudinal beam (131) and the second rear longitudinal beam (132) in the vehicle length direction (X) correspond to the first outer slide rail (211) and the second outer slide rail (213), respectively.
6. The vehicle bottom structure according to any one of claims 1 to 5, characterized in that, It also includes at least one floor crossbeam (3) extending along the vehicle width direction (Y), and the floor crossbeam (3) is connected between the first floor longitudinal beam (121) and the second floor longitudinal beam (122).
7. The vehicle bottom structure according to claim 6, characterized in that, The seat slide rail (21) is fixedly connected to the upper surface of the floor beam (3).
8. The vehicle bottom structure according to any one of claims 1 to 5, characterized in that, It also includes a front bumper beam (4), a front energy-absorbing box (5), a rear energy-absorbing box (6), and a rear bumper beam (7) arranged sequentially along the vehicle length direction (X); the front bumper beam (4) extends along the vehicle width direction (Y), and its rear end is connected to the front end of the front longitudinal beam assembly (11) through the front energy-absorbing box (5); the rear bumper beam (7) extends along the vehicle width direction (Y), and its front end is connected to the rear end of the rear longitudinal beam assembly (13) through the rear energy-absorbing box (6).
9. The vehicle bottom structure according to any one of claims 1 to 5, characterized in that, It also includes a floor (8) that covers the area enclosed by the first floor longitudinal beam (121), the second floor longitudinal beam (122), the first transverse connecting member (123), and the second transverse connecting member (124).
10. A vehicle, characterized in that, Includes the vehicle underbody structure as described in any one of claims 1-9.