Vehicle body bottom structure and vehicle

Abstract

The application relates to the technical field of vehicle body structures, and provides a vehicle body bottom structure and a vehicle. The vehicle body bottom structure comprises a rocker beam and a structural reinforcement arranged in the inner cavity of the rocker beam. The structural reinforcement is formed into a beam body shape through bending of a plate material at multiple positions, is arranged in the inner cavity along the length direction of the rocker beam, and has a closed peripheral multi-cavity structure in the cross section; a gap is left between the top of the structural reinforcement and the top inner wall of the inner cavity, and between the bottom of the structural reinforcement and the bottom inner wall of the inner cavity; and the two sides of the structural reinforcement are connected to the wall plates on the two sides of the rocker beam through connecting pieces. The vehicle body bottom structure has the advantages of low material consumption and processing cost and light overall weight, and provides a vehicle body bottom structure reinforcement scheme with the advantages of light weight and low cost.

Description

Technical Field

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

[0002] Side impact is a common type of traffic accident. In automotive safety assessment systems, side impact is also a crucial evaluation condition for occupant safety, and its test results effectively reflect a vehicle's safety performance in real-world driving scenarios such as traffic lights, providing significant reference value. Therefore, side impact safety performance is of paramount importance in protecting consumers' lives and property. In side impact accidents, structural components such as vehicle doors, sill beams, and the A-pillars and B-pillars in the side frame work together to absorb impact energy, while structures like seat crossbeams support the impact, ensuring the integrity of the passenger compartment and thus providing effective protection for occupants. The energy absorption capacity of the sill beam and its reinforcement structure, as well as the deformation of seat crossbeams, directly affect the safe space inside the vehicle, making their design optimization crucial. However, in traditional designs, steel profiles are typically used as internal reinforcement within the sill beam, resulting in a bulky overall structure that is not only costly but also increases the vehicle's overall weight. Therefore, it is necessary to research and improve the reinforcement of the vehicle's underbody structure. Utility Model Content

[0003] In view of this, this application aims to propose a vehicle body bottom structure to provide a vehicle body bottom structure reinforcement solution that has both lightweight and cost advantages.

[0004] To achieve the above objectives, the technical solution of this application is implemented as follows: A vehicle body bottom structure includes a sill beam and a structural reinforcement member disposed in the inner cavity of the sill beam. The structural reinforcement member is formed into a beam shape by bending a sheet metal in multiple places and is arranged in the inner cavity along the length direction of the sill beam. The cross-section of the structural reinforcement member is a multi-chamber structure with a closed perimeter. There are gaps between the top of the structural reinforcement member and the top inner wall of the inner cavity, and between the bottom of the structural reinforcement member and the bottom inner wall of the inner cavity. The two sides of the structural reinforcement member are respectively connected to the wall panels on both sides of the sill beam through connectors.

[0005] Furthermore, through holes are provided on the wall panels on both sides of the threshold beam, and the connector includes fixing bolts that pass through the through holes.

[0006] Furthermore, the location of the insertion hole is formed with a recessed groove that is recessed towards the inside of the cavity. The insertion hole is located at the bottom of the recessed groove, and the head of the fixing bolt is placed in the recessed groove.

[0007] Further, a gasket is provided on the fixing bolt, and the gasket is disposed between the head of the fixing bolt and the wall panel of the sill beam; and / or, a nut is screwed onto the fixing bolt, and the nut is used to fasten the structural reinforcement to the wall panel of the sill beam.

[0008] Further, it further includes a seat cross beam connected to the inner side of the sill beam; the seat cross beam includes a cross beam body fastened to the floor, and a reinforcing cross beam disposed in a cavity formed between the cross beam body and the floor; the reinforcing cross beam is processed and formed by using continuous fiberglass materials, and a cavity is formed inside the reinforcing cross beam.

[0009] Further, the cross section of the reinforcing cross beam is set to conform to the cross section shape of the cavity, and a gap is left between the reinforcing cross beam and the inner wall of the cavity.

[0010] Further, both sides of the reinforcing cross beam are adhesively bonded to the inner wall of the cavity by foaming adhesive.

[0011] Further, the sill beam includes a sill beam body and a side outer reinforcement plate fastened to the outside of the sill beam body, and the inner cavity is formed between the sill beam body and the side outer reinforcement plate; the structural reinforcement includes an inner beam body connected to the sill beam body and an outer beam body connected to the side outer reinforcement plate, and the inner beam body and the outer beam body are in abutting connection.

[0012] Further, in the cross section of the structural reinforcement, both the inner beam body and the outer beam body are formed into a "day" shape by bending a single sheet of plate at multiple places.

[0013] Compared with the related art, the present application has the following advantages: (1) For the body bottom structure of the present application, a beam-like structure is formed by bending a sheet of plate at multiple places, and multiple chambers are simultaneously formed inside the structural reinforcement. It not only has the advantages of low material consumption and processing cost, and relatively light overall weight, but also forms good support and structural reinforcement effects on the sill beam in the width direction of the sill beam (which is also the left-right width direction of the vehicle) by connecting both sides of the structural reinforcement to the two side wall panels of the sill beam respectively; at the same time, by providing spaces at the top and bottom of the structural reinforcement that are spaced from the inside of the inner cavity, and cooperating with the chambers formed inside the structural reinforcement, when the vehicle is subjected to a large side impact, the energy of the impact can be absorbed by the collapse deformation of the sill beam itself, which is beneficial to ensuring the integrity of the occupant compartment, thereby providing a body bottom structure reinforcement solution with both lightweight and cost advantages.

[0014] (2)Install through-holes on the wall panels on both sides of the sill beam. Fixing bolts can be used to connect the wall panels of the sill beam and the plate body of the structural reinforcement. This not only makes the connecting parts easy to purchase and prepare, but also simplifies the connection and assembly operation, and ensures reliable connection performance.

[0015] (3)By providing a counterbore at the through-hole position on the wall panel of the sill beam and arranging the through-hole at the bottom of the counterbore, it is beneficial to accommodate the head of the fixing bolt into the counterbore, preventing the head of the fixing bolt from protruding too much and affecting the assembly between the sill beam and adjacent components.

[0016] (4)Add accessories such as nuts and gaskets to the fixing bolts, which facilitates better connection and assembly between the structural reinforcement and the sill beam, and helps enhance the connection firmness between the structural reinforcement and the wall panel of the sill beam.

[0017] (5)Install a reinforcement crossbeam made of continuous fiberglass material inside the seat crossbeam. The reinforcement structure inside the seat crossbeam not only has excellent structural reinforcement and support effects, but also has the advantage of relatively light overall weight, which is beneficial to improving the lightweight design level of the vehicle. The setting of the internal cavity of the reinforcement crossbeam can further reduce the consumption of materials and the overall weight of the reinforcement crossbeam while ensuring sufficient structural strength.

[0018] (6)Reserve a certain gap between the inside of the reinforcement crossbeam and the cavity of the seat crossbeam. This not only helps the seat crossbeam maintain a certain buffer and energy absorption function, but also allows the gap to be filled with colloid to achieve a stable connection of the reinforcement crossbeam in the cavity.

[0019] (7)Use foaming glue as the bonding colloid. It not only has good bonding performance, but can also well fill the gaps on both sides of the reinforcement crossbeam; at the same time, the foaming glue itself also has good buffer and energy absorption effects.

[0020] (8)Design the structural reinforcement as two parts: an inner beam body and an outer beam body, which is convenient for separate processing and construction, reduces the number of bends on the same sheet of plate, and is beneficial to reducing the processing difficulty. The inner beam body and the outer beam body are arranged adjacent to each other and abutting in the width direction of the floor, which can form a good support effect between the wall panels on both sides of the sill beam and ensure the overall structural reinforcement performance of the structural reinforcement.

[0021] (9)Design both the inner beam body and the outer beam body as a "day" shape, which is relatively simple and practical in the overall structure. Most of the bending parts can adopt a right-angle bending form, making the processing operation more standardized and easier to implement. The inner beam body and the outer beam body abutting against each other can well fill the inner cavity of the sill beam in the width direction of the sill beam, thus playing a good role in strengthening the structure of the sill beam.

[0022] Another object of this application is to provide a vehicle equipped with the underbody structure described in this application. The vehicle of this application possesses the technical advantages of the aforementioned underbody structure. Attached Figure Description

[0023] The accompanying drawings, which form part of this application, are used to provide a further understanding of this application. The illustrative embodiments and descriptions of this application are used to explain this application. The directional terms such as front / back, up / down, etc., used therein are only used to indicate relative positional relationships and do not constitute an improper limitation of this application. In the accompanying drawings: Figure 1 This is a three-dimensional structural diagram of the vehicle body bottom structure described in the embodiments of this application; Figure 2 This is a schematic diagram of the disassembled structure of the floor and seat beams described in the embodiments of this application; Figure 3 for Figure 1 A schematic diagram of the cross-sectional structure at position AA in the middle; Figure 4 This is a schematic diagram of the disassembled structure of the threshold beam described in the embodiments of this application; Figure 5 for Figure 1 Cross-sectional view at the location shown in BB.

[0024] Explanation of reference numerals in the attached figures: 1. Flooring; 100. Side flange; 2. Seat crossbeam; 20. Crossbeam body; 200. Top panel; 201. Side panel; 202. Bottom flange; 21. Reinforcing crossbeam; 210. Cavity; 22. Expanding foam; 23. End reinforcing plate; 230. Upper overlapping lug; 231. Lower overlapping lug; 24. Hollow cavity; 3. Threshold beam; 30. Inner cavity; 31. Threshold beam body; 310. First through hole; 311. First recess; 32. Side outer reinforcing plate; 320. Second through hole; 321. Second recess; 33. Fixing bolt; 331. First bolt; 332. Second bolt; 333. Nut; 334. Washer; 4. Structural reinforcement; 40. Chamber; 401. First chamber; 402. Second chamber; 403. Third chamber; 404. Fourth chamber; 41. Inner beam; 410. Inner connecting section; 411. Lower connecting section; 412. First backrest section; 413. Upper connecting section; 414. First fold-back section; 415. First internal support section; 416. First overlapping flange; 417. Second overlapping flange; 42. Outer beam; 420. Outer connecting section; 421. Corner section; 422. Top section; 423. Second backrest section; 424. Bottom section; 425. Second fold-back section; 426. Second internal support section; 427. Third overlapping flange; 428. Fourth overlapping flange; 5. Side frame. Detailed Implementation

[0025] To make the technical solution and advantages of this application clearer, the following detailed description is provided in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the scope of this application.

[0026] It should be noted that, unless otherwise specified, the embodiments and features described in this application can be combined with each other.

[0027] Furthermore, it should be stated in the description of this application that if terms indicating orientation or positional relationship, such as "up," "down," "left," "right," "front," "rear," "inner," and "outer," appear, they are based on the orientation or positional relationship shown in the accompanying drawings and are only for the convenience of describing this application and for clarity and conciseness of expression, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed or operated in a specific orientation, and therefore should not be construed as a limitation of this application. Taking the vehicle described in this application as an example, the directional terms such as "up," "down," "left," "right," "front," and "rear" used in the embodiments are defined based on the vehicle's vertical direction (also known as the height direction), horizontal direction (also known as the width direction), and front-back direction (also known as the length direction). Specifically, as shown in the accompanying drawings, the X direction is the vehicle's front-back direction, where the side pointed by the arrow is "front," and the opposite is "rear." The Y direction is the vehicle's horizontal direction, where the side pointed by the arrow is "left," and the opposite is "right." The Z direction is the vehicle's vertical direction, where the side pointed by the arrow is "up," and the opposite is "down." "," "Inner" and "outer" are defined based on the outline of the corresponding component. For example, "inner" and "outer" are defined based on the outline of the vehicle. The side of the vehicle outline closer to the middle of the vehicle is "inner", and the other side is "outer".

[0028] Furthermore, in the description of this application, unless otherwise expressly defined, the terms "installation," "connection," "joint," and "connector" should be interpreted broadly. For example, a connection can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium, or it can be a connection within two components. Those skilled in the art can understand the specific meaning of the above terms in this application in light of the specific circumstances. The qualifying terms such as "first," "second," "A," "B," "C," and "D" appearing in the description of this application are merely for distinguishing similar features in different locations, attributions, or uses, in order to avoid ambiguity and confusion, and should not be construed as indicating or implying relative importance.

[0029] In this application, the terms "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., refer to a specific feature, structure, material, or characteristic described in connection with that embodiment or example, which is included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0030] As is well known, side-impact collisions are a common type of traffic accident, making side-impact safety performance crucial for protecting the lives and property of consumers. In side-impact accidents, structural components such as vehicle doors, sill beams, and the A-pillars and B-pillars in the side frame work together to absorb impact energy, while structures like seat beams support the impact, ensuring the integrity of the passenger compartment and thus providing effective protection for occupants. Among these, the sill beams and their reinforcement structures are the main energy-absorbing structures; their energy absorption capacity and the degree of deformation of seat beams directly affect the safety space inside the vehicle, making their design optimization of significant importance.

[0031] However, in related technologies, aluminum alloy profiles are typically used to construct the sill beams and seat crossbeams. For example, using steel profiles as internal reinforcement in the sill beam results in a bulky structure, increasing both cost and vehicle weight. Furthermore, electrochemical reactions occur at the joints between aluminum alloy and sheet metal, increasing the risk of electrochemical corrosion. Using aluminum alloy components requires numerous cavities to achieve energy absorption, but aluminum alloy costs approximately three times that of sheet metal, leading to high investment costs. Additionally, the larger volume of aluminum alloy profiles compared to sheet metal diminishes the weight-loss effect, resulting in a disproportionate return on investment. Therefore, it is necessary to develop cost-effective and efficient technical solutions for strengthening the sill beams and seat crossbeams.

[0032] In view of the above-mentioned problems in the related technologies, this application innovatively proposes a brand-new vehicle body bottom structure that has both lightweight and cost advantages, and can provide a good structural reinforcement effect for the bottom of the vehicle body.

[0033] The present application will now be described in detail through exemplary embodiments. However, it should be understood that, without further description, elements, structures, and features in one embodiment may be advantageously incorporated into other embodiments.

[0034] An embodiment of the first aspect of this application provides a vehicle body bottom structure applied to the bottom of a vehicle body, which can improve the vehicle's safety protection capability in the event of a side collision; an exemplary structure is as follows: Figure 1 , Figure 2 , Figure 3 and Figure 4 As shown.

[0035] Overall, the vehicle body bottom structure includes a sill beam 3 and a structural reinforcement 4 located in the inner cavity 30 of the sill beam 3. The structural reinforcement 4 is formed into a beam shape by bending sheet metal in multiple places and is arranged in the inner cavity 30 along the length of the sill beam 3. The cross-section of the structural reinforcement 4 is a multi-chamber structure with closed perimeters. There are gaps between the top of the structural reinforcement 4 and the top inner wall of the inner cavity 30, and between the bottom of the structural reinforcement 4 and the bottom inner wall of the inner cavity 30. The two sides of the structural reinforcement 4 are connected to the wall panels on both sides of the sill beam 3 by connectors.

[0036] Based on the overall design concept described above, the structural reinforcement 4 adopts a beam-shaped structure formed by bending sheet metal in multiple places. Multiple chambers 40 are formed inside the structural reinforcement 4. This not only has the advantages of lower material consumption and processing costs and lighter overall weight, but also provides good support and structural reinforcement for the sill beam 3 by connecting the two sides of the structural reinforcement 4 to the two side walls of the sill beam 3. In the width direction of the sill beam 3 (which is also the left and right width direction of the vehicle), the sill beam 3 can be well supported and structurally reinforced. At the same time, by setting spaces at the top and bottom of the structural reinforcement 4 that are spaced from the interior of the inner cavity 30, and in conjunction with the chambers 40 formed inside the structural reinforcement 4, the sill beam 3 can absorb the impact energy by its own crumple deformation when the vehicle is subjected to a large side impact. This helps to ensure the integrity of the passenger compartment, thus providing a vehicle body bottom structural reinforcement solution that has both lightweight and cost advantages.

[0037] The wall panel of the sill beam 3 can be designed with reference to the existing sill beam structure. For example, it can be formed by stamping a single sheet metal part, or by fastening multiple sheet metal parts together to form the overall structure of the sill beam 3. Above the sill beam 3 is a side frame 5 containing A-pillars, B-pillars, etc. The bottom ends of the A-pillars and B-pillars can be welded to the sill beam 3. The floor 1 of the vehicle body can be welded to the inner side of the sill beam 3 through the side flange 100 of the side of the floor 1. The end of the seat crossbeam 2 located on the floor 1 can also be welded to the sill beam 3.

[0038] It should be noted that, based on the above overall design concept, the technical solution of this application can adopt a variety of different specific implementation structures, forms, or configuration sequences. For example, the above-mentioned structural reinforcement 4 can be processed by rolling and bending aluminum or steel plates; the sill beam 3 can be processed by integral steel profiles, or it can be assembled by interlocking the sill beam body 31 and the side outer reinforcement plate 32; the specific arrangement sequence and assembly method of the floor 1, seat crossbeam 2, and sill beam 3 can also be flexibly adjusted. For the parts required for the implementation of the overall solution but not involved in the above overall setup, reasonable and flexible designs can be made by referring to mature setup methods in the field and the actual situation during implementation, which will not be elaborated here. The specific implementation schemes described below in this embodiment are only one of the many solutions that can be formed by the above various combinations and variations. In actual implementation, those skilled in the art can make flexible adjustments and improvements based on the actual situation. Obviously, the many solutions that can be formed by the above-mentioned combinations and variations, as well as the specific implementation schemes of this embodiment, are all within the protection scope of this application.

[0039] like Figure 2 and Figure 3 As shown, in some preferred exemplary embodiments, the vehicle body bottom structure of this embodiment further includes a seat crossbeam 2 connected to the inner side of the sill beam 3; the seat crossbeam 2 includes a crossbeam body 20 fastened to the floor 1, and a reinforcing crossbeam 21 disposed in the cavity 24 formed between the crossbeam body 20 and the floor 1. Specifically, the reinforcing crossbeam 21 is made of continuous glass fiber material, and the reinforcing crossbeam 21 has a cavity 210 formed inside. Adding a reinforcing crossbeam 21 made of continuous glass fiber material inside the seat crossbeam 2 makes the internal reinforcing structure of the seat crossbeam 2 not only have excellent structural strengthening and support effects, but also have the advantage of lighter overall weight, which is conducive to improving the lightweight design level of the vehicle. The setting of the cavity 210 inside the reinforcing crossbeam 21, while ensuring that the reinforcing crossbeam 21 has sufficient structural strength, can further reduce the material consumption and overall weight of the reinforcing crossbeam 21.

[0040] Of course, the above-mentioned floor 1 and seat crossbeam 2 are both connected to the sill beam 3. When the vehicle is subjected to a side impact, the seat crossbeam 2 can bear a certain impact force transmission and absorption function. For the connection methods between the floor 1 and the sill beam 3, and between the seat crossbeam 2 and the sill beam 3, bolt connection or welding and other forms can be adopted; in this embodiment, in addition to the crossbeam body 20 with a "ji" - shaped cross - section and the strengthening crossbeam 21 provided between the crossbeam body 20 and the floor 1, the seat crossbeam 2 further includes an end - strengthening plate 23 erected at the end of the crossbeam body 20. Among them, the crossbeam body 20 includes a top plate body 200 and side plate bodies 201 respectively connected to both sides of the top plate body 200. A bottom flange 202 is formed by bending the bottom of the side plate body 201, and the bottom flange 202 can be welded to the floor 1, so as to form a closed cavity 24 between the crossbeam body 20 and the floor 1, and the strengthening crossbeam 21 is arranged in the cavity 24.

[0041] The end - strengthening plate 23 can adopt a structural form similar to that of the crossbeam body 20. After being erected at the end of the crossbeam body 20, the strengthening crossbeam 21 and the crossbeam body 20 can be fixedly connected into one body by welding, bolt fastening and other methods. At the same time, in this embodiment, an upward lapping ear 230 protruding outward is provided at the top position of the end of the end - strengthening plate 23, and downward lapping ears 231 bent to both sides are respectively provided on both sides of the end of the end - strengthening plate 23; when connecting to the sill beam 3, both the upward lapping ear 230 and the downward lapping ears 231 are lapped on the sill beam 3 and welded and fixedly connected, which can well realize the reliable connection between the seat crossbeam 2 and the sill beam 3, and enable the seat crossbeam 2 to play a stable supporting role on the sill beam 3.

[0042] Continue as Figure 3 As shown, in some more preferred exemplary implementation forms, the cross - section of the strengthening crossbeam 21 is set to conform to the cross - section shape of the cavity 24, and there is a gap between the strengthening crossbeam 21 and the inner wall of the cavity 24. Reserving a certain gap between the strengthening crossbeam 21 and the interior of the cavity 24 of the seat crossbeam 2 not only helps the seat crossbeam 2 maintain a certain buffering and energy - absorbing function, but also can use this gap to fill with colloid to achieve the stable connection of the strengthening crossbeam 21 in the cavity 24.

[0043] Based on the above - mentioned setting situation, preferably, both sides of the strengthening crossbeam 21 are adhered to the inner wall of the cavity 24 by foaming glue 22. Using foaming glue 22 as the adhesive colloid not only has good adhesive performance, but can also well fill the gaps on both sides of the strengthening crossbeam 21; at the same time, the foaming glue 22 itself also has good buffering and energy - absorbing effects.

[0044] Preferably, the reinforcing crossbeam 21 has two cavities 210, which are arranged adjacent to each other in the width direction of the seat crossbeam 2. At the same time, the two sides of the reinforcing crossbeam 21 are fixed to the side plate 201 of the crossbeam body 20 by foam 22, forming a good support and buffer structure, which helps to improve the support capacity of the seat crossbeam 2, thereby ensuring the support strength of the seat crossbeam 2 in the event of a side collision, and thus improving the safety protection performance of the vehicle.

[0045] like Figure 4 and Figure 5 As shown, in this embodiment, through holes are provided on both sides of the wall panels of the threshold beam 3, and the connecting parts include fixing bolts 33 that pass through the through holes; the structural reinforcement 4 can be firmly connected to the two side wall panels of the threshold beam 3 by means of fixing bolts 33. By providing through holes on both side wall panels of the threshold beam 3, the connection between the wall panels of the threshold beam 3 and the plate body of the structural reinforcement 4 can be achieved by using fixing bolts 33. This not only makes the connecting parts easy to purchase and manufacture, but also simplifies the connection and assembly operation and ensures reliable connection performance.

[0046] In the case of providing fitting holes, preferably, such as Figure 4 , Figure 5 As shown, a recessed groove can be formed at the location of the through hole, pointing inwards towards the inner cavity 30. The through hole is located at the bottom of the groove, and the head of the fixing bolt 33 is left in the groove when it is inserted. The groove creates a boss structure in the groove portion of the inner cavity 30 of the sill beam 3. Preferably, the height of the boss is set between 3mm and 5mm. The fixing bolt 33 is inserted through the through hole on the boss and then welded to the structural reinforcement 4, or locked and fixed by a nut 333. The height of the boss can be flexibly set within a reasonable range, preferably between 3mm and 5mm. By setting a groove at the through hole on the wall panel of the sill beam 3, and making the through hole open at the bottom of the groove, it is beneficial to accommodate the head of the fixing bolt 33 in the groove, avoiding the fixing bolt 33 head from protruding too much and affecting the assembly between the sill beam 3 and adjacent components. Furthermore, the formation of the boss structure greatly reduces the contact area between the structural reinforcement 4 and the inner wall of the inner cavity 30, avoiding the problem of poor electrophoresis caused by large-area contact; at the same time, it ensures good transmission of impact force and reliable support, and can improve the collision energy absorption effect.

[0047] As mentioned above, the sill beam 3 in this embodiment is preferably assembled using sheet metal parts, and includes a sill beam body 31 and a side reinforcement plate 32 that is fastened to the outside of the sill beam body 31. The inner cavity 30 is formed between the sill beam body 31 and the side reinforcement plate 32. Based on this, the through holes include a first through hole 310 on the sill beam body 31 and a second through hole 320 on the side reinforcement plate 32. The fixing bolts 33 include a first bolt 331 passing through the first through hole 310 and a second bolt 332 passing through the second through hole 320. The recesses include a first recess 311 corresponding to the first through hole 310 and a second recess 321 corresponding to the second through hole 320.

[0048] The connection between the fixing bolt 33 and the structural reinforcement 4 can be achieved by tightening with nuts or by welding the fixing bolt 33 and the structural reinforcement 4 together with the plate. For example... Figure 5 As shown, in some preferred exemplary embodiments, the second bolt 332 is provided with a washer 334, which is placed between the head of the second bolt 332 and the wall panel of the side outer reinforcing plate 32; at the same time, a nut 333 is pre-embedded in the cavity of the structural reinforcement 4, and the second bolt 332 is screwed onto the nut 333, which can realize a reliable connection between the structural reinforcement 4 and the side outer reinforcing plate 32. The first bolt 331 can be fixed to the structural reinforcement 4 by welding.

[0049] Adding accessories such as nuts 333 and washers 334 to the fixing bolts 33 facilitates better connection and assembly between the structural reinforcement 4 and the sill beam 3, and also helps to enhance the connection strength between the structural reinforcement 4 and the wall panel of the sill beam 3.

[0050] For the specific configuration of structural reinforcement 4, there are of course many different structural schemes to choose from; for example, a single plate can be bent in multiple places to form a single beam; or multiple plates can be bent and processed separately to form multiple beams, and the multiple beams can be assembled to form structural reinforcement 4.

[0051] like Figure 5As shown, in some of the more preferred exemplary embodiments, the structural reinforcement 4 of this embodiment includes an inner beam body 41 connected to the sill beam body 31 and an outer beam body 42 connected to the outer reinforcement plate 32 of the side wall. At the same time, the inner beam body 41 and the outer beam body 42 are in abutting connection, or the inner beam body 41 and the outer beam body 42 can be welded and fixed together. The structural reinforcement 4 is designed into two parts, namely the inner beam body 41 and the outer beam body 42, which is convenient for separate processing and construction, reduces the number of bends on the same sheet, and is beneficial to reducing the processing difficulty. The inner beam body 41 and the outer beam body 42 are arranged adjacent to each other in the width direction of the floor 1 and are in abutting cooperation, which can form a good supporting effect between the two side wall plates of the sill beam 3 and ensure the overall structural reinforcement performance of the structural reinforcement 4.

[0052] Of course, the above-mentioned inner beam body 41 and outer beam body 42 can also adopt different structural forms, for example, the inner beam body 41 or the outer beam body 42 can be designed into a structure with a "mouth" - shaped or "field" - shaped cross - section.

[0053] As Figure 5 shown, in some of the more preferred exemplary embodiments, in the cross - section of the structural reinforcement 4, both the inner beam body 41 and the outer beam body 42 are formed into a "day" - shaped structure by bending a single sheet of plate at multiple places. Designing both the inner beam body 41 and the outer beam body 42 into a "day" - shaped structure is relatively simple and practical in the overall structure. Most of the bending parts can adopt the form of right - angle bending, and the processing operation is more standardized and convenient to implement. The inner beam body 41 and the outer beam body 42 are in abutting cooperation, which can well fill the inner cavity 30 of the sill beam 3 in the width direction of the sill beam 3. In specific implementation, the following specific structural scheme can be adopted.

[0054] In the cross-section of the structural reinforcement 4, the inner beam 41 includes an inner connecting section 410 connected to the sill beam body 31, and a lower connecting section 411, a first backing section 412, an upper connecting section 413, a first fold-back section 414, and a first internal support section 415 that are sequentially bent and connected from the bottom end of the inner connecting section 410. The end of the first internal support section 415 is formed with a first overlapping flange 416 that abuts against the first backing section 412, and the top end of the inner connecting section 410 is formed with a second overlapping flange 417 that abuts against the first internal support section 415. The outer beam 42 includes a connecting section... The outer connecting section 420 on the outer side reinforcement plate 32 consists of a corner section 421, a top section 422, a second back section 423, a bottom section 424, and a second fold-back section 425 connected by bending from the top of the outer connecting section 420 in sequence. It also includes a second inner support section 426 with the bottom end of the outer connecting section 420 bent toward the second back section 423. The end of the second inner support section 426 is formed with a third overlapping flange 427 that abuts against the second back section 423. The end of the second fold-back section 425 is formed with a fourth overlapping flange 428 that abuts against the second inner support section 426.

[0055] At this time, the inner beam 41 forms a first chamber 401 and a second chamber 402 that are adjacent to each other. The first chamber 401 is formed by the inner connecting section 410, the lower connecting section 411, the first backing section 412, and the first internal support section 415. The second chamber 402 is formed by the upper connecting section 413, the first fold-back section 414, the first backing section 412, and the first internal support section 415. The outer beam 42 simultaneously forms a third chamber 403 and a fourth chamber 404 that are adjacent to each other. The third chamber 403 is formed by the outer connecting section 420, the corner section 421, the top section 422, the second backing section 423, and the second internal support section 426. The fourth chamber 404 is formed by the second backing section 423, the bottom section 424, the second fold-back section 425, and the second internal support section 426.

[0056] It is especially important to note that, such as Figure 5 As shown in the figure, in the structural reinforcement 4 of this embodiment, the corner section 421 of the outer beam 42 is arranged parallel to the corresponding part on the side outer reinforcement plate 32, the top section 422 of the outer beam 42 is arranged flush with the first internal support section 415 of the inner beam 41 on the same horizontal plane, and the bottom section 424 of the outer beam 42 is arranged flush with the lower connecting section 411 of the inner beam 41 on the same horizontal plane. This structural form with multiple points facing each other and arranged flush can further ensure the collision strength of the structural reinforcement 4.

[0057] Based on the above exemplary embodiments, as a preferred combination of the exemplary solutions, refer to Figures 1 to 5As shown, the following partial structural design scheme can be used as a reference when implementing the vehicle body bottom structure in this embodiment: A recessed groove is provided at the location of the through-hole on the sill beam body 31 and the side outer reinforcing plate 32. Within the inner cavity 30 of the sill beam 3, a boss structure is formed at the recessed groove location. Preferably, the height of this boss is set between 3mm and 5mm. Fixing bolts 33 are inserted through the through-hole on this boss and welded to the structural reinforcing member 4, or locked in place by nuts 333. The boss significantly reduces the contact area between the structural reinforcing member 4 and the inner wall of the inner cavity 30, avoiding electrophoretic defects caused by large-area contact. Simultaneously, it ensures good impact force transmission and reliable support, and improves the collision energy absorption effect.

[0058] The structural reinforcement 4 is composed of an inner beam 41 and an outer beam 42 of two multi-cavity roll-formed parts. Most of the plates of the inner beam 41 and the outer beam 42 are bent at right angles. The lower connecting section 411, the first internal support section 415 and the upper connecting section 413 of the inner beam 41, and the top section 422, the second internal support section 426 and the bottom section 424 of the outer beam 42 are all arranged horizontally. The inner connecting section 410 and the first backing section 412 of the inner beam 41, and the outer connecting section 420 and the second backing section 423 of the outer beam 42 are all arranged vertically. The interlocking plates form the final multi-cavity structure, which can play a good supporting and structural reinforcement role and ensure the collision strength of the sill beam 3.

[0059] In summary, the vehicle bottom structure of this embodiment adopts a beam-shaped structure formed by bending sheet metal in multiple places, and simultaneously forms multiple chambers 40 inside the structural reinforcement 4. This not only has the advantages of lower material consumption and processing costs and lighter overall weight, but also provides good support and structural reinforcement for the sill beam 3 in the width direction (which is also the left-right width direction of the vehicle) by connecting the two sides of the structural reinforcement 4 to the two side walls of the sill beam 3. At the same time, by setting spaces at the top and bottom of the structural reinforcement 4 that are spaced from the interior of the inner cavity 30, and in conjunction with the chambers 40 formed inside the structural reinforcement 4, the sill beam 3 can absorb the impact energy by its own crumple deformation when the vehicle is subjected to a large side impact, which helps to ensure the integrity of the passenger compartment. Thus, a vehicle bottom structure reinforcement solution that combines lightweight and cost advantages is provided.

[0060] An embodiment of the second aspect of this application provides a vehicle equipped with the body bottom structure provided in Embodiment 1. By adopting the body bottom structure of this application in a vehicle, the vehicle can possess the technical advantages of the aforementioned body bottom structure.

[0061] Because the sill beam 3 utilizes a multi-chamber structural reinforcement 4, formed by bending sheet metal to create the beam structure, it not only enhances the structural strength of the sill beam 3 but also offers significant advantages in terms of low cost and lightweight design. Simultaneously, the seat crossbeam 2 is filled with a continuous glass fiber reinforced beam 21, bonded and fixed with expanding foam 22, forming a multi-chamber support structure that greatly improves the support strength and modal characteristics of the seat crossbeam 2. The internal reinforcement structures of the seat crossbeam 2 and sill beam 3 enhance the vehicle's safety performance, mitigate the risk of electrochemical corrosion between aluminum alloy and steel sheet metal, and reduce costs, demonstrating excellent practicality and technological advantages.

[0062] From the perspective of force transmission when a vehicle experiences a side impact, combined with Figure 1 , Figure 2 as well as Figure 5 As shown, when an impact force from the side is applied to the sill beam 3, the outer side reinforcement plate 32 first transfers the impact force to the structural reinforcement member 4. The structural reinforcement member 4, with its multi-cavity structure, can effectively buffer and absorb energy. When the structural reinforcement member 4 transfers the remaining impact force to the sill beam body 31, the seat crossbeam 2 located inside the sill beam body 31 provides strong support for the seat crossbeam 2 in the vehicle width direction. The seat crossbeam 2, with its internal reinforcing crossbeam 21, provides good buffering and energy absorption while increasing support strength. It can be seen that the structural reinforcement member 4 inside the sill beam 3 and the reinforcing crossbeam 2 inside the seat crossbeam 2 work together to play an important protective role for the passenger compartment when the vehicle suffers a side collision, which can greatly mitigate and absorb the impact force of the collision and reduce the risk of crumple and deformation of the passenger compartment.

[0063] The above description is merely a preferred embodiment of this application. Detailed explanations of configurations, examples of specific structural arrangements, and descriptions of assembly and connection methods are provided to ensure sufficient disclosure so that those skilled in the art can better implement this application, and are not intended to limit the scope of protection of this application. Any modifications, equivalent substitutions, or improvements made within the spirit and principles of this application should be included within the scope of protection of this application.

Claims

1. A vehicle body bottom structure, characterized in that: Includes a threshold beam (3) and a structural reinforcement (4) disposed in the inner cavity (30) of the threshold beam (3); The structural reinforcement (4) is made of a plate through multiple bending processes to form a beam shape, and is arranged in the inner cavity (30) along the length direction of the threshold beam (3). The cross-section of the structural reinforcement (4) is a multi-chamber structure with a closed perimeter. There are gaps between the top of the structural reinforcement (4) and the top inner wall of the inner cavity (30), and between the bottom of the structural reinforcement (4) and the bottom inner wall of the inner cavity (30). The two sides of the structural reinforcement (4) are connected to the wall panels on both sides of the threshold beam (3) through connectors.

2. The vehicle body bottom structure according to claim 1, characterized in that: The threshold beam (3) has through holes on both sides of the wall panels, and the connector includes fixing bolts (33) that pass through the through holes.

3. The vehicle body bottom structure according to claim 2, characterized in that: The area where the insertion hole is located has a recessed groove that is recessed towards the inside of the inner cavity (30). The insertion hole is located at the bottom of the recessed groove, and the head of the fixing bolt (33) is left in the recessed groove.

4. The vehicle body bottom structure according to claim 3, characterized in that: The fixing bolt (33) is provided with a washer (334), and the washer (334) is placed between the head of the fixing bolt (33) and the wall panel of the threshold beam (3); And / or, the fixing bolt (33) is screwed with a nut (333), the nut (333) being used to fasten the structural reinforcement (4) to the wall panel of the threshold beam (3).

5. The vehicle body bottom structure according to claim 1, characterized in that: It also includes a seat crossbeam (2) connected to the inside of the threshold beam (3); the seat crossbeam (2) includes a crossbeam body (20) fastened to the floor (1), and a reinforcing crossbeam (21) disposed in the cavity (24) formed between the crossbeam body (20) and the floor (1). The reinforcing beam (21) is formed by continuous glass fiber material, and the reinforcing beam (21) has a cavity (210) inside.

6. The vehicle body bottom structure according to claim 5, characterized in that: The cross-section of the reinforcing beam (21) is shaped to conform to the cross-sectional shape of the cavity (24), and a gap is left between the reinforcing beam (21) and the inner wall of the cavity (24).

7. The vehicle body bottom structure according to claim 6, characterized in that: The two sides of the reinforcing beam (21) are bonded to the inner wall of the cavity (24) with expanding foam (22).

8. The vehicle body bottom structure according to any one of claims 1 to 6, characterized in that: The threshold beam (3) includes a threshold beam body (31) and a side outer reinforcing plate (32) fastened to the outside of the threshold beam body (31), and the inner cavity (30) is formed between the threshold beam body (31) and the side outer reinforcing plate (32). The structural reinforcement member (4) includes an inner beam body (41) connected to the sill beam body (31) and an outer beam body (42) connected to the outer reinforcement plate (32) of the side wall. The inner beam body (41) and the outer beam body (42) are in abutting connection.

9. The vehicle body bottom structure according to claim 8, wherein: In the cross-section of the structural reinforcement member (4), both the inner beam body (41) and the outer beam body (42) are formed into a "day" shape by bending a single sheet of plate at multiple locations.

10. A vehicle, wherein: The vehicle is provided with the vehicle body bottom structure according to any one of claims 1 to 9.

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