Seat mounting structure, vehicle

Abstract

This application relates to a seat mounting structure and a vehicle. The seat mounting structure includes a front crossbeam, a rear crossbeam, a first longitudinal beam, a second longitudinal beam, a first side beam, a second side beam, and a bridging assembly; the front crossbeam and the rear crossbeam are spaced apart; the first side beam, the first longitudinal beam, the second longitudinal beam, and the second side beam are sequentially spaced apart and all connected to the front crossbeam and the rear crossbeam; the two ends of the bridging assembly are respectively connected to the first longitudinal beam and the second longitudinal beam; wherein, the front crossbeam, the first side beam, the second side beam, and the bridging assembly are each provided with seat mounting points. Compared to the original vehicle structure that mounts four seats via the front crossbeam, the first side beam, the second side beam, the first longitudinal beam, and the second longitudinal beam, only the bridging assembly needs to be added, without adjusting the original mounting structure of the front crossbeam, the first side beam, the second side beam, the first longitudinal beam, the second longitudinal beam, and the floor. Therefore, it can effectively reduce the production cost of converting a four-seater vehicle into a five-seater vehicle.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and in particular to a seat mounting structure and a vehicle. Background Technology

[0002] With the rapid development of the automotive industry and the diversification of consumer demands, the versatility and flexibility of vehicles have become core design directions. In the passenger vehicle sector, the rationality of seating layout directly affects the utilization of interior space, passenger comfort, and the versatility of vehicle functions. Currently, some consumers prefer four-seat layouts for a luxurious second-row experience, while five-seat layouts, capable of accommodating multiple passengers, also hold a significant market share. Therefore, how to achieve flexible conversion between four-seat and five-seat layouts on the same vehicle platform has become a key issue for automakers to enhance product competitiveness.

[0003] As a core component of vehicle safety, the seat's installation structure must meet stringent safety standards. In a collision, the seat must remain in its installed position to the greatest extent possible to prevent passenger injury or death due to displacement. This requires sufficient strength and stability at the seat mounting points. Car floors, due to their need to accommodate complex vehicle shapes, are typically made of easily moldable materials. However, these materials have relatively low strength, and if the seat is directly fixed to the floor, it is highly susceptible to failure under stress. Therefore, current technology commonly employs a composite structure of seat crossbeams / longitudinal beams and the floor: the seat crossbeams and longitudinal beams are fixed to the floor via multiple weld points, and the seat is mounted on the crossbeams / longitudinal beams.

[0004] In existing technologies, converting a four-seater vehicle into a five-seater requires comprehensive modifications to key structures such as the floor, seat longitudinal beams, and cross beams, involving the redesign and manufacturing of numerous sheet metal parts. These parts are large and complex to form, requiring significant investment in molds and tooling, and extending the development cycle. Furthermore, modifications to the floor and beam structures disrupt the original architectural versatility of the vehicle model, leading to decreased production compatibility across different configurations, further increasing production costs and management complexity for automakers. Utility Model Content

[0005] Therefore, it is necessary to address the issue that converting a four-seater vehicle into a five-seater vehicle requires overall modifications to key structures such as the floor, seat longitudinal beams, and cross beams, resulting in high conversion costs. A new seat installation structure and vehicle should be provided to address this problem.

[0006] This application provides a seat mounting structure, including a front crossbeam, a rear crossbeam, a first longitudinal beam, a second longitudinal beam, a first side beam, a second side beam, and a bridging assembly; the front crossbeam and the rear crossbeam are spaced apart; the first side beam, the first longitudinal beam, the second longitudinal beam, and the second side beam are sequentially spaced apart and are all connected to the front crossbeam and the rear crossbeam; the two ends of the bridging assembly are respectively connected to the first longitudinal beam and the second longitudinal beam; wherein, the front crossbeam, the first side beam, the second side beam, and the bridging assembly are each provided with a seat mounting point.

[0007] According to one embodiment of this application, the bridging assembly includes: a bridging crossbeam, the two ends of which are fixedly connected to the first longitudinal beam and the second longitudinal beam respectively; and a fixing bracket, which is fixedly connected to the bridging crossbeam and the second longitudinal beam respectively, the fixing bracket being provided with a first seat mounting point and a second seat mounting point; wherein, the front crossbeam is provided with a third seat mounting point and a fourth seat mounting point corresponding to the first seat mounting point and the second seat mounting point respectively.

[0008] According to one embodiment of this application, the fixing bracket includes: a top plate located above the bridging beam, the top plate having a first seat mounting point and a second seat mounting point; a first side plate, having multiple first side plates arranged circumferentially on the top plate, the first side plates connecting to the edge of the top plate and welded and fixed to the bridging beam; and a second side plate disposed opposite to one of the first side plates, the second side plate connecting to the edge of the top plate and welded and fixed to the second longitudinal beam.

[0009] According to one embodiment of this application, a reinforcing plate is connected between adjacent first side plates and / or between the second side plate and adjacent first side plates.

[0010] According to one embodiment of this application, the end of the first side plate is provided with a bent portion, which is fitted and welded to the outer wall of the bridging beam.

[0011] According to one embodiment of this application, the top plate, the first side plate, and the second side plate are integrally bent into shape.

[0012] According to one embodiment of this application, the bridging beam is provided with a weight-reducing cavity.

[0013] According to one embodiment of this application, the bridging beam includes a first component and a second component, the first component and the second component are welded and fixed together, and the first component and the second component form the weight reduction cavity.

[0014] According to one embodiment of this application, the bridging crossbeam has connecting portions on both sides of one end near the first longitudinal beam and / or on both sides of one end near the second longitudinal beam. The connecting portions are welded to the first longitudinal beam or the second longitudinal beam. The arrangement direction of the plurality of weld points formed between the connecting portions and the first longitudinal beam or the second longitudinal beam forms an angle with the extension direction of the bridging crossbeam and with the extension directions of the first longitudinal beam and the second longitudinal beam.

[0015] This application also provides a vehicle, comprising: a seat mounting structure according to the above embodiment; a first seat rail connected to the seat mounting point of the first side beam and the seat mounting point of the front crossbeam; a second seat rail and a third seat rail, both configured to connect the seat mounting point of the bridging assembly and the seat mounting point of the front crossbeam; a fourth seat rail connected to the seat mounting point of the second side beam and the seat mounting point of the front crossbeam; a first seat connected to the first seat rail and the second seat rail; and a second seat connected to the third seat rail and the fourth seat rail.

[0016] The aforementioned seat installation structure and vehicle can accommodate five seats via seat mounting points on the front crossbeam, first side beam, second side beam, and bridging assembly. Compared to the original vehicle structure that installed four seats via the front crossbeam, first side beam, second side beam, first longitudinal beam, and second longitudinal beam, only the bridging assembly needs to be added, without adjusting the original installation structure of the front crossbeam, first side beam, second side beam, first longitudinal beam, second longitudinal beam, and floor. Therefore, it can effectively reduce the production cost of converting a four-seat vehicle into a five-seat vehicle. Attached Figure Description

[0017] Figure 1 This is one of the structural schematic diagrams of a seat mounting structure according to an embodiment of this application.

[0018] Figure 2 This is a second schematic diagram of the seat mounting structure according to an embodiment of this application.

[0019] Figure 3 This is a schematic diagram of the overall structure of the bridging assembly of a seat mounting structure according to an embodiment of this application.

[0020] Figure 4 This is a schematic diagram of the connection structure between the bridging component and the second longitudinal beam of a seat mounting structure according to an embodiment of this application.

[0021] Figure 5 This is a schematic diagram of the fixed bracket structure of a seat mounting structure according to an embodiment of this application.

[0022] Figure 6This is a cross-sectional schematic diagram of the bridging beam of a seat mounting structure according to an embodiment of this application.

[0023] Figure 7 This is a schematic diagram of the first component of a seat mounting structure according to an embodiment of this application.

[0024] Figure 8 This is a schematic diagram of the second component of a seat mounting structure according to an embodiment of this application.

[0025] Figure 9 This is a schematic diagram of the connection structure between the bridging component and the first longitudinal beam of a seat mounting structure according to an embodiment of this application.

[0026] Figure label:

[0027] 100. Front crossbeam; 110. Third seat mounting point; 120. Fourth seat mounting point;

[0028] 200. First longitudinal beam;

[0029] 300. Second longitudinal beam;

[0030] 400. Bridging assembly; 410. Bridging beam; 411. Weight reduction cavity; 412. First component; 413. Second component; 414. Connecting part; 415. Weld point; 420. Fixing bracket; 421. First seat mounting point; 422. Second seat mounting point; 423. Top plate; 424. First side plate; 425. Second side plate; 426. Reinforcing plate; 427. Bending part;

[0031] 500. Second seat rail; 510. Third seat rail;

[0032] 600, Flooring;

[0033] 700, rear crossbeam;

[0034] 800. First side beam; 810. First seat slide rail;

[0035] 900, Second side beam; 910, Fourth seat slide rail. Detailed Implementation

[0036] To make the above-mentioned objectives, features, and advantages of this application more apparent and understandable, the specific embodiments of this application are described in detail below with reference to the accompanying drawings. Many specific details are set forth in the following description to provide a thorough understanding of this application. However, this application can be implemented in many other ways different from those described herein, and those skilled in the art can make similar modifications without departing from the spirit of this application. Therefore, this application is not limited to the specific embodiments disclosed below.

[0037] In the description of this application, it should be understood that if terms such as "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential" appear, these terms indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this application.

[0038] Furthermore, where the terms "first" and "second" appear, these terms are for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined with "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this application, where the term "multiple" appears, "multiple" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0039] In this application, unless otherwise expressly specified and limited, the terms "installation," "connection," "joining," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components, unless otherwise expressly limited. Those skilled in the art can understand the specific meaning of the above terms in this application based on the specific circumstances.

[0040] In this application, unless otherwise expressly specified and limited, the use of descriptions such as "above" or "below" the second feature indicates that the first and second features are in direct contact or indirect contact via an intermediate medium. Furthermore, "above," "on top of," and "over" the second feature can mean that the first feature is directly above or diagonally above the second feature, or simply that the first feature is at a higher horizontal level than the second feature. Similarly, "below," "below," and "under" the second feature can mean that the first feature is directly below or diagonally below the second feature, or simply that the first feature is at a lower horizontal level than the second feature.

[0041] It should be noted that if an element is referred to as being "fixed to" or "set on" another element, it can be directly on the other element or there may be an intervening element. If an element is considered to be "connected to" another element, it can be directly connected to the other element or there may be an intervening element. If so, the terms "vertical," "horizontal," "upper," "lower," "left," "right," and similar expressions used in this application are for illustrative purposes only and do not represent the only possible implementation.

[0042] Figure 1 This is one of the structural schematic diagrams of a seat mounting structure according to an embodiment of this application. Figure 1 The crossbeam 700, the first side beam 800, and the second side beam 900 are omitted in the middle section; Figure 2 This is a second schematic diagram of the seat mounting structure according to an embodiment of this application.

[0043] Combination Figure 1 and Figure 2 An embodiment of this application provides a seat mounting structure including a front crossbeam 100, a rear crossbeam 700, a first longitudinal beam 200, a second longitudinal beam 300, a first side beam 800, a second side beam 900, and a bridging component 400. The front crossbeam 100 and the rear crossbeam 700 are spaced apart. The first side beam 800, the first longitudinal beam 200, the second longitudinal beam 300, and the second side beam 900 are arranged in sequence at intervals and are all connected to the front crossbeam 100 and the rear crossbeam 700. The two ends of the bridging component 400 are respectively connected to the first longitudinal beam 200 and the second longitudinal beam 300. The front crossbeam 100, the first side beam 800, the second side beam 900, and the bridging component 400 are each provided with a seat mounting point.

[0044] In this embodiment, the front crossbeam 100 and the rear crossbeam 700 are spaced apart along the front-rear direction of the vehicle, together forming the transverse basic frame of the seat mounting structure; the first side beam 800, the first longitudinal beam 200, the second longitudinal beam 300, and the second side beam 900 are distributed sequentially at intervals along the width direction of the vehicle, and both ends of the first side beam 800, the first longitudinal beam 200, the second longitudinal beam 300, and the second side beam 900 are fixedly connected to the front crossbeam 100 and the rear crossbeam 700, respectively, forming a basic support structure suitable for a four-seat layout. One end of the bridging component 400 is fixed to the first longitudinal beam 200, and the other end is fixed to the second longitudinal beam 300, bridging the first longitudinal beam 200 and the second longitudinal beam 300.

[0045] The seat mounting points on the first side beam 800, the second side beam 900, and the seat mounting points near both ends on the front crossbeam 100 are the original mounting positions for the four-seat layout. The newly added seat mounting points in the bridging component 400 cooperate with the corresponding seat mounting points on the front crossbeam 100 to form all the mounting positions required for the five-seat layout.

[0046] Understandably, when using a four-seat vehicle, two seats with two seating positions need to be installed. For one of these two-seat seats, the first seat rail is fixed to the seat mounting points on the first side beam 800 and the front crossbeam 100 (e.g., via mounting brackets at the seat mounting points), and the second seat rail is fixed to the seat mounting points on the first longitudinal beam 200 and the front crossbeam 100. For the other two-seat seat, the first seat rail is fixed to the seat mounting points on the second side beam 900 and the front crossbeam 100, and the second seat rail is fixed to the seat mounting points on the second longitudinal beam 300 and the front crossbeam 100.

[0047] When using a five-seat configuration, one seat with three seating positions and one seat with two seating positions are required. The conversion from four to five seats is achieved by adding a bridging component 400 between the first longitudinal beam 200 and the second longitudinal beam 300 of the original four-seat layout, and adjusting the position of the seat mounting points on the front crossbeam 100. Specifically, the seat rails on the original first longitudinal beam 200 and second longitudinal beam 300 are adjusted to the seat mounting points connecting the bridging component 400 and the front crossbeam 100. The three-seat unit connects to the seat rails fixed to the first side beam 800 and the front crossbeam 100, and also connects to one of the seat rails at the location of the bridging component 400. The two-seat unit connects to the seat rails fixed to the second side beam 900 and the front crossbeam 100, and also connects to the other seat rail at the location of the bridging component 400.

[0048] As can be seen, the seat installation structure of this embodiment can realize the conversion from four seats to five seats at low cost. Specifically, there is no need to make structural modifications to the front crossbeam 100, rear crossbeam 700, first side beam 800, second side beam 900, first longitudinal beam 200, second longitudinal beam 300 and vehicle floor 600. The integrity of the original architecture is preserved, the need for redesigning and manufacturing parts is reduced, thereby reducing the investment cost of molds and tooling, shortening the development cycle, and maintaining the universality of the original architecture, which is convenient for compatible production of different configuration models.

[0049] Combination Figure 1 , Figure 3 and Figure 4 In some embodiments, the bridging assembly 400 includes a bridging crossbeam 410 and a fixing bracket 420. The two ends of the bridging crossbeam 410 are fixedly connected to a first longitudinal beam 200 and a second longitudinal beam 300, respectively. The fixing bracket 420 is fixedly connected to the bridging crossbeam 410 and the second longitudinal beam 300, respectively. The fixing bracket 420 is provided with a first seat mounting point 421 and a second seat mounting point 422. The front crossbeam 100 is provided with a third seat mounting point 110 and a fourth seat mounting point 120, respectively corresponding to the first seat mounting point 421 and the second seat mounting point 422.

[0050] In this embodiment, one end of the bridging beam 410 is welded and fixed to the first longitudinal beam 200, and the other end is welded and fixed to the second longitudinal beam 300, forming a support structure spanning between the first longitudinal beam 200 and the second longitudinal beam 300; the bottom of the fixed bracket 420 is welded to the bridging beam 410, and the side is welded to the second longitudinal beam 300. The first seat mounting point 421 and the second seat mounting point 422 on it are respectively used to connect one end of the two seat slide rails in the same direction. The third seat mounting point 110 and the fourth seat mounting point 120 on the front crossbeam 100 are respectively used to connect the other end of the two seat slide rails, so that both ends of the seat slide rails are fixed to the bridging assembly 400 and the front crossbeam 100 respectively.

[0051] The bridging beam 410 provides stable support for the fixed bracket 420. The fixed bracket 420 enhances its own fixing strength through the double connection with the bridging beam 410 and the second longitudinal beam 300. It cooperates with the corresponding seat mounting point on the front crossbeam 100 to fix both ends of the seat slide rail, ensuring the stability of the seat installation. In the event of a vehicle collision, it can effectively transmit the impact force on the seat and prevent the seat slide rail from falling off or excessively displacing due to single-point fixing, thus meeting the safety requirements of seat installation.

[0052] Combination Figure 5 In some embodiments, the fixing bracket 420 includes a top plate 423, a first side plate 424, and a second side plate 425. The top plate 423 is located above the bridging beam 410 and has a first seat mounting point 421 and a second seat mounting point 422. Multiple first side plates 424 are arranged circumferentially around the top plate 423. The first side plates 424 are connected to the edge of the top plate 423 and welded to the bridging beam 410. The second side plate 425 is arranged opposite to one of the first side plates 424. The second side plate 425 is connected to the edge of the top plate 423 and welded to the second longitudinal beam 300.

[0053] In this embodiment, the top plate 423 is horizontally positioned above the bridging beam 410. The first seat mounting point 421 and the second seat mounting point 422 are disposed through the top plate 423. Multiple first side plates 424 are bent downwards along the edge of the top plate 423, and their lower ends are welded and fixed to the top and side surfaces of the bridging beam 410. A second side plate 425 is bent downwards along the edge of the top plate 423 and is disposed opposite to one of the first side plates 424; its lower end is welded and fixed to the side surface of the second longitudinal beam 300. Exemplarily, the top plate 423 is a rectangular or approximately rectangular plate structure. Three first side plates 424 are provided, with two first side plates 424 disposed opposite to each other on two opposite sides of the top plate 423, and the other first side plate 424 and the second side plate 425 disposed opposite to each other on the other two opposite sides of the top plate 423.

[0054] The top plate 423, as the direct load-bearing component for seat installation, transmits the weight and impact force of the seat to the first side plate 424 and the second side plate 425. The first side plate 424 transmits the force to the bridging beam 410, and the second side plate 425 transmits the force to the second longitudinal beam 300. By dispersing the load through multi-path force transmission, stress concentration at a single connection point is reduced. The welding fixing method ensures effective force transmission, improves the overall structural rigidity of the fixing bracket 420, and reduces the amount of deformation after being subjected to force.

[0055] In some embodiments, a reinforcing plate 426 is connected between adjacent first side plates 424 and / or between a second side plate 425 and an adjacent first side plate 424.

[0056] Preferably, a reinforcing plate 426 is connected between each pair of adjacent first side plates 424 and between the second side plate 425 and each pair of adjacent first side plates 424.

[0057] The reinforcing plate 426 can be an L-shaped plate or an inclined straight plate, with one end welded to the first side plate 424 and the other end welded to the adjacent first side plate 424 or second side plate 425.

[0058] The reinforcing plate 426 fills the gap between the side plates, increases the structural stability of the fixed bracket 420, enables the forces between the side plates to support and transfer each other, reduces the lateral deformation of the side plates under stress, improves the overall torsional resistance and rigidity of the fixed bracket 420, and ensures that the seat mounting point will not fail due to structural deformation when subjected to impact, thus meeting the strength requirements of seat installation.

[0059] In some embodiments, the end of the first side plate 424 is provided with a bent portion 427, which is fitted and welded to the outer wall of the bridging beam 410.

[0060] For example, the end of the first side plate 424 is bent at about 90° to form a bent portion 427. The surface of the bent portion 427 is closely fitted with the outer wall of the bridging beam 410, and the two are fixed by welding. The welding points are evenly distributed along the length direction of the bent portion 427.

[0061] The bend 427 increases the contact area between the first side plate 424 and the bridging beam 410, making the welded connection more robust. When under stress, the force on the first side plate 424 can be transferred more evenly to the bridging beam 410, reducing stress concentration at the weld point and preventing the weld point 415 from cracking due to excessive local stress. This improves the reliability and durability of the connection between the first side plate 424 and the bridging beam 410.

[0062] In some embodiments, the top plate 423, the first side plate 424, and the second side plate 425 are integrally bent into shape.

[0063] The top plate 423, the first side plate 424, and the second side plate 425 are integrally formed from the same sheet material through a bending process, with no seams between them. The first side plate 424 and the second side plate 425 are bent vertically downwards from the edge of the top plate 423, forming a continuous integral structure. This integral bending process eliminates connection nodes between components, avoiding weak points that may arise from welding or other connection methods. This improves the overall structural strength and rigidity of the fixed bracket 420, facilitates smoother force transmission under load, reduces deformation caused by relative displacement between components, extends the service life of the structure, simplifies the production process, and reduces manufacturing costs.

[0064] Optionally, the mounting bracket 420 is made of high-strength steel (such as duplex steel), and the plate thickness of the mounting bracket 420 is greater than 1mm and less than 2mm. For example, the plate thickness of the mounting bracket 420 is 1.6mm, which ensures that there will be no large deformation after being subjected to force and can avoid having a large impact on the overall weight of the vehicle.

[0065] Combination Figure 6 In some embodiments, the bridging beam 410 is provided with a weight-reducing cavity 411. The weight-reducing cavity 411 is a hollow structure formed inside the bridging beam 410, extending along the length of the bridging beam 410, and its cross-sectional shape can be set as rectangular, trapezoidal, or irregular shape, etc., according to the stress requirements. Optionally, the wall thickness of the weight-reducing cavity 411 is uniform to improve the structural strength.

[0066] The weight-reducing cavity 411 reduces the amount of material used and the weight of the bridging beam 410 without reducing the structural strength of the bridging beam 410, thereby reducing the overall weight of the vehicle and improving the vehicle's fuel economy or range. At the same time, the hollow structure allows the bridging beam 410 to uniformly distribute stress through the wall surface when under load, maintaining the stability of the structure and meeting the requirements for support and force transmission.

[0067] Combination Figure 6 , Figure 7 and Figure 8 In some embodiments, the bridging beam 410 includes a first component 412 and a second component 413, which are welded together and form a weight-reducing cavity 411 between them.

[0068] For example, the first component 412 and the second component 413 are both sheet metal parts. The cross-section of the first component 412 is generally U-shaped, and the second component 413 is flat or has a generally U-shaped cross-section. The edges of the two components are attached to each other and fixed by welding to form the internal weight-reducing cavity 411. The welding points are continuously distributed along the edges of the two components.

[0069] The first component 412 and the second component 413 are welded to form a cavity structure. Compared with a solid structure, the weight is reduced while the structural characteristics of the cavity improve the bending and torsional stiffness of the bridging beam 410, enabling the bridging beam 410 to withstand greater impact forces. The welding connection method ensures the sealing and strength of the connection between the two components, and the force can be evenly transmitted through the two components to meet the stress requirements of the seat mounting point. In addition, the sheet metal processing technology is simple and easy to mass-produce.

[0070] Optionally, the first component 412 and the second component 413 may be made of high-strength steel with a thickness of 0.8mm-1.2mm, such as 1mm thick high-strength steel, in order to further optimize weight and cost while ensuring structural strength.

[0071] Optionally, the first component 412 is located below the second component 413, and the first component 412 is welded and fixed to the first longitudinal beam 200 and the second longitudinal beam 300.

[0072] Combination Figure 9 In some embodiments, connecting portions 414 are provided on both sides of the end of the bridging beam 410 near the first longitudinal beam 200 and / or on both sides of the end of the bridging beam 410 near the second longitudinal beam 300. The connecting portions 414 are welded to the first longitudinal beam 200 or the second longitudinal beam 300. The arrangement direction of the plurality of weld points 415 formed between the connecting portions 414 and the first longitudinal beam 200 or the second longitudinal beam 300 forms an angle with the extension direction of the bridging beam 410 and with the extension direction of the first longitudinal beam 200 and the second longitudinal beam 300.

[0073] The connecting part 414 is a flange structure extending outward from both sides of the end of the bridging beam 410. The surface of the connecting part 414 is in contact with the surface of the first longitudinal beam 200 or the second longitudinal beam 300. The connecting part 414 can effectively increase the contact area between the bridging beam 410 and the longitudinal beam.

[0074] Each connecting part 414 is welded and fixed to the first longitudinal beam 200 or the second longitudinal beam 300 by multiple weld points 415. The arrangement direction of the multiple weld points 415 of each connecting part 414 forms an angle with the extension direction (i.e., the left-right direction) of the bridging crossbeam 410, and also forms an angle with the extension direction (i.e., the front-back direction) of the first longitudinal beam 200 and the second longitudinal beam 300. For example, the arrangement direction of the multiple weld points 415 of each connecting part 414 forms a 45-degree angle with both the left-right and front-back directions. This avoids stress concentration caused by the weld points 415 being arranged in a single front-back or single left-back direction, disperses the stress at the connection point 414 between the bridging crossbeam 410 and the longitudinal beam, improves the connection strength, and can effectively resist the impact force transmitted by the seat during a vehicle collision, ensuring the stability of the connection between the bridging crossbeam 410 and the longitudinal beam and preventing connection failure. Furthermore, it also helps to avoid the heat-affected zone from connecting due to the weld points 415 being too close together in a confined space.

[0075] This application embodiment also provides a vehicle including the aforementioned seat mounting structure. Further, the vehicle also includes a first seat rail 810, a second seat rail 500, a third seat rail 510, a fourth seat rail 910, a first seat, and a second seat. The first seat rail 810 connects the seat mounting point of the first side beam 800 and the seat mounting point of the front crossbeam 100. The second seat rail 500 and the third seat rail 510 are both configured to connect the seat mounting point of the bridging assembly 400 and the seat mounting point of the front crossbeam 100. The fourth seat rail 910 connects the seat mounting point of the second side beam 900 and the seat mounting point of the front crossbeam 100. The first seat is connected to the first seat rail 810 and the second seat rail 500, and the second seat is connected to the third seat rail 510 and the fourth seat rail 910.

[0076] For example, one end of the first seat rail 810 is bolted to the seat mounting point of the first side beam 800, and the other end extends along the vehicle's longitudinal direction and is bolted to the seat mounting point at the left end of the front crossbeam 100; one end of the second seat rail 500 is bolted to the first seat mounting point 421 of the bridging assembly 400, and the other end is bolted to the third seat mounting point 110 of the front crossbeam 100; one end of the third seat rail 510 is bolted to the second seat mounting point 422 of the bridging assembly 400, and the other end is bolted to the fourth seat mounting point 120 of the front crossbeam 100; one end of the fourth seat rail 910 is bolted to the seat mounting point of the second side beam 900, and the other end extends along the vehicle's longitudinal direction and is bolted to the seat mounting point at the right end of the front crossbeam 100; the bottom of the first seat is connected to the first seat rail 810 and the second seat rail 500, and the bottom of the second seat is connected to the third seat rail 510 and the fourth seat rail 910.

[0077] Each seat rail is fixed to its corresponding mounting point with bolts, ensuring connection strength. The connection between the seat and the rail facilitates passenger adjustment of seat position, improving riding comfort. The first and second seats are each supported by two rails, allowing the weight and force of the seats to be evenly distributed to all parts of the seat mounting structure. In the event of a collision, the connection between the rail and the mounting point can effectively restrain the displacement of the seats, preventing excessive seat movement that could cause passenger injury, thus meeting safety regulations. At the same time, the five-seat layout is achieved only by adding a bridging component 400 and adjusting the rail connection, requiring minimal modifications and reducing vehicle production and modification costs.

[0078] Optionally, the vehicle also includes a floor 600 (see Figure 2 The floor 600 is welded and fixed to the front crossbeam 100, the rear crossbeam 700, the first longitudinal beam 200, the second longitudinal beam 300, the first side beam 800, and the second side beam 900.

[0079] Optionally, the floor 600 may be made of high-strength steel (e.g., duplex steel) with a thickness of about 1 mm (e.g., 0.9 mm to 1.2 mm) to enhance the floor 600’s support strength for the seat mounting structure and further ensure the stability of the overall structure.

[0080] The technical features of the above embodiments can be combined in any way. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0081] The embodiments described above are merely illustrative of several implementation methods of this application, and while the descriptions are relatively specific and detailed, they should not be construed as limiting the scope of the patent application. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of this application, and these all fall within the protection scope of this application. Therefore, the protection scope of this patent application should be determined by the appended claims.

Claims

1. A seat mounting structure characterized by comprising: Includes front crossbeam, rear crossbeam, first longitudinal beam, second longitudinal beam, first side beam, second side beam, and bridging components; The front crossbeam and the rear crossbeam are spaced apart; The first side beam, the first longitudinal beam, the second longitudinal beam, and the second side beam are arranged at intervals in sequence and are all connected to the front cross beam and the rear cross beam; The two ends of the bridging component are respectively connected to the first longitudinal beam and the second longitudinal beam; The front crossbeam, the first side beam, the second side beam, and the bridging assembly are each provided with seat mounting points.

2. The seat mounting structure according to claim 1, characterized by The bridging component includes: A bridging beam, the two ends of which are fixedly connected to the first longitudinal beam and the second longitudinal beam, respectively; and A fixed bracket is fixedly connected to the bridging crossbeam and the second longitudinal beam, and the fixed bracket is provided with a first seat mounting point and a second seat mounting point. The front crossbeam is provided with a third seat mounting point and a fourth seat mounting point, which correspond to the first seat mounting point and the second seat mounting point, respectively.

3. The seat mounting structure according to claim 2, characterized by The fixing bracket includes: A top plate, located above the bridging crossbeam, is provided with the first seat mounting point and the second seat mounting point; The first side plate, having multiple first side plates arranged circumferentially on the top plate, is connected to the edge of the top plate and welded and fixed to the bridging beam. The second side plate is disposed opposite to one of the first side plates, the second side plate is connected to the edge of the top plate, and is welded and fixed to the second longitudinal beam.

4. The seat mounting structure according to claim 3, characterized by A reinforcing plate is connected between adjacent first side plates and / or between the second side plate and adjacent first side plates.

5. The seat mounting structure according to claim 3, characterized by The end of the first side plate is provided with a bent portion, which is fitted and welded to the outer wall of the bridging beam.

6. The seat mounting structure according to claim 3, characterized by The top plate, the first side plate, and the second side plate are integrally bent into shape.

7. The seat mounting structure according to any one of claims 3 to 6, characterized by The bridging beam is equipped with a weight-reducing cavity.

8. The seat mounting structure according to claim 7, characterized by The bridging beam includes a first component and a second component, which are welded together and form the weight-reducing cavity.

9. The seat mounting structure according to any one of claims 3 to 6, characterized by The bridging crossbeam has connecting portions on both sides of the end near the first longitudinal beam and / or on both sides of the end near the second longitudinal beam. The connecting portions are welded to the first longitudinal beam or the second longitudinal beam. The arrangement direction of the multiple weld points formed between the connecting portions and the first longitudinal beam or the second longitudinal beam forms an angle with the extension direction of the bridging crossbeam and with the extension directions of the first longitudinal beam and the second longitudinal beam.

10. A vehicle characterized by comprising: include: The seat mounting structure as described in any one of claims 1 to 9; The first seat slide rail connects the seat mounting point of the first side beam and the seat mounting point of the front crossbeam; A second seat rail and a third seat rail, both configured to connect the seat mounting point of the bridging assembly and the seat mounting point of the front crossbeam; The fourth seat rail connects the seat mounting point of the second side beam and the seat mounting point of the front crossbeam; The first seat is connected to the first seat slide rail and the second seat slide rail; as well as A second seat is connected to the third seat rail and the fourth seat rail.

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