Front engine compartment floor mounting frame, front engine compartment floor assembly and vehicle

Abstract

The application provides a front engine compartment floor mounting frame, a front engine compartment floor assembly and a vehicle, and belongs to the technical field of body front wall frame structures. By forming a replacement opening between two groups of front longitudinal beam rear support cross beams, the manufacturing requirements of hybrid vehicle models and pure electric vehicle models can be met by selectively arranging first connecting modules and second connecting modules. The overall structure of the front engine compartment floor mounting frame has strong adjustability and high spatial arrangement flexibility, which can effectively reduce the development cost. By designing the first front wall floor lower reinforcing cross beam in an arc shape, a diversified force transmission path is formed, which avoids the concentration of collision energy to a single path and effectively decomposes and dissipates the collision energy. By detachably connecting the middle channel support cross beam with the front floor middle channel longitudinal beam, the middle channel support cross beam can be replaced when the front engine compartment floor mounting frame is damaged due to a frontal collision or the like, which is also conducive to improving the stability of the front floor middle channel longitudinal beam.

Description

Technical Field

[0001] This application belongs to the field of vehicle front structure technology, and more specifically, relates to a front engine compartment floor mounting frame, a front engine compartment floor assembly, and a vehicle. Background Technology

[0002] The front bulkhead and front floor are important components of a monocoque vehicle body. The front bulkhead connects the floor, front pillars, and other components, forming the front frame of the vehicle. It supports the dashboard, engine compartment, and other components, preventing hot exhaust gases and noise from the engine compartment from entering the passenger compartment. In a collision, the front bulkhead must have sufficient strength and rigidity to disperse impact forces and protect occupants. The front floor, as the bottom structure of the vehicle body, connects the front and rear components, supporting the weight of the seats, chassis system, and other components. Through the design of crossbeams and reinforcing ribs, it enhances the torsional rigidity of the body, improves driving stability, and together with the front bulkhead, forms the front frame of the vehicle body, balancing the requirements of lightweighting and rigidity.

[0003] Hybrid vehicles and pure electric vehicles are the two main types of new energy vehicles. The main difference between them in the front bulkhead and front floor area is whether or not a central tunnel is designed. Since the design of the central tunnel has a significant impact on the front bulkhead frame and the front floor frame, the frame structure of different models varies greatly. Therefore, it is necessary to develop the front bulkhead, front floor, front bulkhead frame and front floor frame separately for hybrid vehicles and pure electric vehicles, which results in high investment costs. Utility Model Content

[0004] The purpose of this application is to provide a front engine compartment floor mounting frame, a front engine compartment floor assembly, and a vehicle, aiming to solve the problem of high development costs for the front bulkhead and front floor in the prior art.

[0005] To achieve the above objectives, the technical solution adopted in this application is as follows: In a first aspect, embodiments of this application provide a forward cabin floor mounting frame, comprising: Front floor frame main body; Two sets of longitudinal beams for the front floor channel are fixed to the middle of the main body of the front floor frame and are arranged opposite to each other in the left-right direction; Two sets of front longitudinal beams and rear support beams are arranged opposite each other in the left and right direction, and an interchange opening is formed between the two sets of front longitudinal beams and rear support beams. The front longitudinal beams and rear support beams are connected to the front part of the front floor frame body and the front floor central channel longitudinal beam on the corresponding side. A first connecting module and a second connecting module are selectively fixed in the replacement opening. A through groove is formed on the lower side of the first connecting module. The through groove is used to cooperate with the longitudinal beam of the front floor channel to form a central channel. The second connecting module can close the replacement opening.

[0006] Compared with the prior art, the solution shown in this application embodiment allows both hybrid and pure electric vehicles to accommodate the same front floor frame main body and front floor center channel longitudinal beams, as the power battery packs of both models are located below the front engine compartment floor mounting frame. While retaining the same front floor frame main body, two sets of front floor center channel longitudinal beams, and two sets of rear support beams for the front longitudinal beams, if a hybrid vehicle is to be produced, a first connecting module is fixed inside the replacement opening, allowing the first connecting module to cooperate with the front floor center channel longitudinal beams to form the outer frame of the center channel; if a pure electric vehicle is to be produced, a second connecting module is fixed inside the replacement opening, sealing the replacement opening and forming a frame structure without a center channel.

[0007] The front engine compartment floor mounting frame of this application, with the same main structure (including the front floor frame main body, the front floor central channel longitudinal beam and the front longitudinal beam rear support crossbeam), can adapt to the manufacturing needs of hybrid vehicles and pure electric vehicles by selectively setting the first connection module and the second connection module. Only the first connection module and the second connection module need to be developed and designed differently. The front engine compartment floor mounting frame has strong overall flexibility (i.e., structural adjustability) and strong spatial layout flexibility, which can effectively reduce its own development cost.

[0008] In conjunction with the first aspect, in one possible implementation, the first connecting module includes a first front floor under-reinforcement beam, the first front floor under-reinforcement beam being an upwardly arched beam, the first front floor under-reinforcement beam forming the downwardly opening through groove to cooperate with the front floor central channel longitudinal beam to form a central channel support frame.

[0009] In the above technical solution, the first front floor under-reinforcement beam serves as the beam that forms the through groove. At the same time, in the event of a frontal collision, it forms a variety of force transmission paths, avoiding the concentration of collision energy to a single path, effectively decomposing and dissipating the collision energy. It eliminates the need to install too many reinforcing components on the main body of the front floor frame and the longitudinal beam of the front floor channel, which helps to reduce the number of parts of the front cabin floor mounting frame.

[0010] In some embodiments, the first connection module further includes a central channel support beam, the two ends of which are detachably connected to the corresponding side of the front floor central channel longitudinal beam.

[0011] The above technical solution facilitates the replacement of the center channel support beam when the front cabin floor mounting frame is damaged due to a frontal collision or other reasons, and also helps to improve the stability of the front floor center channel longitudinal beam.

[0012] In some embodiments, a connecting bracket is fixed to the lower part of the front end of the longitudinal beam of the central channel in the front floor, and the connecting bracket is provided with a detachable connection position, and the central channel support beam is connected to the detachable connection position.

[0013] In the above technical solution, the assembly force of the central channel support beam is borne by the connecting bracket, thus avoiding structural damage to the longitudinal beam of the central channel in the front floor.

[0014] In some embodiments, the longitudinal beam of the central channel in the front floor includes a front section and a rear section of the longitudinal beam connected sequentially from front to back; in the direction from front to back, the front section of the longitudinal beam gradually slopes inward; the rear section of the longitudinal beam extends in the front-back direction and is connected to the main body of the front floor frame; the two ends of the central channel support beam are respectively connected to the front section of the longitudinal beam on the corresponding side.

[0015] In the above technical solution, during a frontal collision, the horn-shaped structure formed at the front of the two sets of front floor central channel longitudinal beams can guide the front floor central channel longitudinal beams to gradually collapse along a preset path. By controlling the deformation, the collision time is extended, and the energy absorption efficiency is improved. In addition, the design of gradually changing spacing can improve the vibration transmission characteristics of the front floor central channel longitudinal beams, reduce vibration noise, and improve NVH performance.

[0016] In conjunction with the first aspect, in one possible implementation, the second connecting module includes a second front floor under-reinforcing crossbeam, the rear side of which is flush with the rear side of the rear support crossbeam of the front longitudinal beam, and the rear side of the second front floor under-reinforcing crossbeam and the rear side of the rear support crossbeam of the front longitudinal beam cooperate to form a front-wall fitting connection surface.

[0017] The above technical solution facilitates connection with the second front floor module, avoids making the design of the second front floor module more complex, thereby reducing development difficulty. At the same time, it also reduces the space encroachment of the second front floor module on the passenger compartment, making it easier to arrange other modules in the passenger compartment.

[0018] In conjunction with the first aspect, in one possible implementation, the front floor frame body includes: Two sets of sill beams are arranged opposite each other in the left-right direction. The sill beams are connected to the front longitudinal beams and rear support beams on the corresponding sides. The two sets of front floor central channel longitudinal beams are located between the two sets of sill beams. The front seats are mounted on crossbeams that are supported and connected between the two sets of sill beams and to the two sets of longitudinal beams in the front floor channel.

[0019] The aforementioned technical solution features abundant force transmission paths and strong spatial force transmission effect, effectively decomposing collision energy, reducing the deformation of the frame structure and passenger compartment, and providing effective protection for the power battery pack. Therefore, it meets various performance requirements of the vehicle's underbody frame structure. Furthermore, the frame structure formed by the door sill beam, front seat mounting beam, front longitudinal beam, rear support beam, first connecting module (or second connecting module), and front floor central channel longitudinal beam is relatively simple. If structural damage occurs due to a collision, the disassembly and assembly of each component is convenient, allowing for quick replacement of the corresponding parts and reducing maintenance costs.

[0020] In some embodiments, the main body of the front floor frame further includes a front floor longitudinal beam, which is disposed between the front floor central passage longitudinal beam and the adjacent sill beam. The front end of the front floor longitudinal beam is connected to the rear support beam of the front longitudinal beam on the corresponding side, and the rear end is connected to the front seat mounting beam.

[0021] In the above technical solution, in the event of a frontal collision (including an offset collision), the front floor longitudinal beam can effectively absorb and dissipate some of the collision energy through deformation, reducing the impact force transmitted to the A-pillar and floor of the driver's cab, reducing the degree of deformation of the passenger compartment, and leaving sufficient survival space for the occupants. Secondly, embodiments of this application also provide a front cabin floor assembly, including a first front cabin floor module, a second front cabin floor module, and the aforementioned front cabin floor mounting frame; If a first connecting module is fixedly installed in the replacement opening in the front cabin floor mounting frame, the first front cabin floor module is in close contact with the front floor frame body, the front longitudinal beam, the rear support beam and the first connecting module in the front cabin floor mounting frame, and the first front cabin floor module and the first connecting module cooperate to form a central channel. If a second connecting module is fixedly installed in the replacement opening, the second front floor module is fitted and connected to the front floor frame body, the front longitudinal beam, the rear support beam, and the second connecting module in the front cabin floor mounting frame.

[0022] Compared with the prior art, the solution shown in this application has a stronger overall flexibility (i.e., structural adjustability) and greater spatial arrangement flexibility by adopting the aforementioned front cabin floor mounting frame. This reduces the development cost of the front cabin floor assembly, thereby reducing the overall development cost of the front cabin floor assembly and facilitating the platform-based production of the front cabin floor assembly.

[0023] Thirdly, embodiments of this application also provide a vehicle including the aforementioned front engine compartment floor assembly.

[0024] Compared with the prior art, the solution shown in this application, by adopting the aforementioned front engine compartment floor assembly, is conducive to strengthening the platform-based production of the whole vehicle, reducing the production cost of the whole vehicle, and enhancing product competitiveness. Attached Figure Description

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

[0026] Figure 1 A schematic diagram of the structure of the forward cabin floor mounting frame for installing the first connection module provided in an embodiment of this application; Figure 2 A schematic diagram of the structure of the forward cabin floor mounting frame for installing the second connection module provided in an embodiment of this application; Figure 3 A schematic diagram of the forward cabin floor mounting frame for installing the second connection module, provided in another embodiment of this application; Figure 4 A schematic diagram of the forward cabin floor mounting frame without the first or second connection module installed, provided in an embodiment of this application; Figure 5 This is a side view of the front longitudinal beam and rear supporting crossbeam used in an embodiment of this application. Figure 6 This is a partial assembly diagram of the central channel support beam, connecting bracket, and front floor central channel longitudinal beam used in an embodiment of this application; Figure 7 for Figure 6 A partial assembly diagram of the central connecting bracket and the longitudinal beam of the central channel in the front floor; Figure 8 for Figure 7 A partial structural diagram of the longitudinal beam of the central passageway in the front floor.

[0027] In the diagram: 1. Front floor frame main body; 110. Sill beam; 120. Front seat mounting crossbeam; 121. Front seat front mounting crossbeam; 122. Front seat crossbeam connector; 2. Front floor center tunnel longitudinal beam; 201. Bracket mounting groove; 210. Front section of longitudinal beam; 220. Rear section of longitudinal beam; 3. Rear support crossbeam of front longitudinal beam; 310. Upper section of crossbeam; 311. Upper section partition plate; 312. Upper section inner cavity; 320. Lower section of crossbeam; 321. Connecting inclined plate; 322. Lower section partition plate; 323. 1. Lower inner cavity; 4. First connecting module; 410. First front floor under-reinforcing crossbeam; 420. Central channel support crossbeam; 430. Connecting bracket; 431. Detachable connecting position; 5. Second connecting module; 510. Second front floor under-reinforcing crossbeam; 6. Through groove; 7. Replacement opening; 8. Front panel fitting connection surface; 9. Front floor longitudinal beam; 10. Rear seat mounting crossbeam; 11. Front section of rear floor longitudinal beam; 12. Battery pack mounting longitudinal beam; 13. Front longitudinal beam; 14. Sill beam connecting crossbeam. Detailed Implementation

[0028] To make the technical problems, technical solutions, and beneficial effects to be solved by 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 are not intended to limit the scope of this application.

[0029] It should be noted that when a component is referred to as "set on" or "located on" another component, it can be directly on the other component or indirectly on that other component.

[0030] It should be understood that the terms "upper" and "lower" refer to the vertical direction of the vehicle body, "front" and "rear" refer to the front-rear direction of the vehicle body, "left" and "right" refer to the left-right direction of the vehicle body, "inner" refers to the direction towards the XZ plane of the vehicle body, and "outer" refers to the direction away from the XZ plane of the vehicle body. The XZ plane refers to the plane containing the front-rear axis and the vertical axis of the vehicle body. Other directional terms, unless otherwise explicitly specified, where the use of terms such as "length," "width," "top," and "bottom" indicates the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, are merely 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. Therefore, they should not be construed as limitations on this application.

[0031] The terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this application, "multiple" means two or more, unless otherwise explicitly specified.

[0032] Hybrid vehicles require the engine to be located in the front engine compartment. Various wiring harnesses and exhaust pipes need to extend rearward through a central tunnel to the floor to achieve electrical connections with various sensors on the exhaust lines and to accommodate the exhaust pipe layout. The front bulkhead and front floor work together to form an upward-arching structure, with the central tunnel forming the interior of this structure. Pure electric vehicles, on the other hand, do not need to consider the layout of exhaust pipes and therefore do not require a central tunnel. Furthermore, the front bulkhead and front floor require support from the front bulkhead frame and front floor frame, and the presence or absence of a central tunnel has a significant impact on these frames. The frame designs for the two types of vehicles differ greatly. For example, pure electric vehicles do not require a central tunnel longitudinal beam, while hybrid vehicles do. Another example is that the lower crossbeam of the front bulkhead in hybrid vehicles needs an opening to allow exhaust pipes to pass through, while pure electric vehicles do not. Overall, the demand gap between hybrid and pure electric vehicles leads to a huge difference in the front frame and front floor frame structures of the two. Generally, the front frame and front floor frame need to be designed separately for different vehicle models. Furthermore, the beams in the front frame and front floor frame are mostly formed by welding sheet metal parts, which requires the design of sheet metal molds for different vehicle models, resulting in high design and development costs.

[0033] Please refer to the following: Figures 1 to 8 To address the aforementioned problems, a forward cabin floor mounting frame is provided. The forward cabin floor mounting frame provided in this application will now be described. The forward cabin floor mounting frame includes a forward floor frame body 1, two sets of forward floor central channel longitudinal beams 2, two sets of forward longitudinal beam rear support beams 3, a first connecting module 4, and a second connecting module 5. The two sets of forward floor central channel longitudinal beams 2 are fixed to the middle of the forward floor frame body 1 and are arranged opposite each other in the left-right direction (specifically, symmetrically arranged left and right). The two sets of forward longitudinal beam rear support beams 3 are arranged opposite each other in the left-right direction (specifically, symmetrically arranged left and right), forming a replacement opening 7 between the two sets of forward longitudinal beam rear support beams 3. The forward longitudinal beam rear support beams 3 are connected to the front part of the forward floor frame body 1 and the corresponding side of the forward floor central channel longitudinal beam 2. The first connecting module 4 and the second connecting module 5 are selectively fixed in the replacement opening 7. A through groove 6 is formed on the lower side of the first connecting module 4, which is used to cooperate with the forward floor central channel longitudinal beam 2 to form a central channel. The second connecting module 5 can close the replacement opening 7.

[0034] In this embodiment, the first connecting module 4 cooperates with the longitudinal beam 2 of the front floor central channel to support the raised part in the first front floor module, so that the structure of the raised part is stable and thus forms the central channel.

[0035] In this embodiment, the longitudinal beam 2 of the front floor channel and the rear support beam 3 of the front longitudinal beam are both extruded aluminum alloy profiles. The structure of the longitudinal beam 2 of the front floor channel and the rear support beam 3 of the front longitudinal beam are uniform, eliminating the need for welding multiple sheet metal structures. The molding cost of the longitudinal beam 2 of the front floor channel and the rear support beam 3 of the front longitudinal beam is low, and they can be easily cut according to actual usage requirements. While meeting the structural strength requirements, the design requirements of lightweight and low cost are achieved.

[0036] Compared with the prior art, the front engine compartment floor mounting frame provided in this application allows both hybrid and pure electric vehicle models to accommodate the same front floor frame main body 1 and front floor center channel longitudinal beam 2, since the power battery packs of both models are located below the front engine compartment floor mounting frame. While retaining the structurally identical front floor frame main body 1, two sets of front floor center channel longitudinal beams 2, and two sets of front longitudinal beam rear support beams 3, if a hybrid vehicle is to be produced, a first connecting module 4 is fixed within the replacement opening 7, allowing the first connecting module 4 to cooperate with the front floor center channel longitudinal beam 2 to form the outer frame of the center channel; if a pure electric vehicle is to be produced, a second connecting module 5 is fixed within the replacement opening 7, sealing the replacement opening 7 and forming a frame structure without a center channel.

[0037] The front engine compartment floor mounting frame of this application, with the same main structure (including the front floor frame main body 1, the front floor middle channel longitudinal beam 2 and the front longitudinal beam rear support crossbeam 3), can adapt to the manufacturing needs of hybrid vehicles and pure electric vehicles by selectively setting the first connecting module 4 and the second connecting module 5. Only the first connecting module 4 and the second connecting module 5 need to be developed and designed differently. The front engine compartment floor mounting frame has strong overall flexibility (i.e., structural adjustability) and strong spatial layout flexibility, which can effectively reduce its own development cost.

[0038] In some embodiments, see Figure 5 The front longitudinal beam and rear supporting crossbeam 3 include an upper section 310 and a lower section 320 located below the upper section 310. The front-to-back thickness of the lower section 320 is less than that of the upper section 310, and the front side of the lower section 320 is flush with the front side of the upper section 310. The rear end of the front longitudinal beam 13 is connected to the front side of the lower section 320 and the front side of the upper section 310, and the front end of the front floor central channel longitudinal beam 2 is connected to the rear side of the lower section 320.

[0039] Optionally, the upper part 310 of the crossbeam is stepped. An upper partition plate 311 is provided inside the upper part 310 of the crossbeam. The upper partition plate 311 is arranged corresponding to the step surface and divides the inner cavity of the upper part 310 of the crossbeam into multiple upper inner cavities 312 distributed in the up-and-down direction. Each upper inner cavity 312 extends in the left-and-right direction. The multiple upper inner cavities 312 form independent force transmission paths respectively, which can disperse the load to more independent paths, avoid stress concentration, reduce local peak stress, and improve the overall bearing efficiency. In addition, the closed cross-section (such as "day" shape or "eye" shape) formed by the multiple upper inner cavities 312 significantly improves the rigidity and bending resistance of the upper part 310 of the crossbeam. And the multi-cavity design can provide higher rigidity under the same weight, and thus reduce the material consumption under the same performance, realizing lightweight design.

[0040] Optionally, the rear side of the lower part 320 of the crossbeam has a connecting inclined plate 321. The connecting inclined plate 321 gradually inclines forward and is connected to the rear side of the upper part 310 of the crossbeam. The connecting inclined plate 321 also extends forward to the front side of the upper part 310 of the crossbeam. In this way, the cross-section of the lower part 320 of the crossbeam is trapezoidal, with a wider front and a narrower rear. Utilizing the characteristic that the trapezoid has higher structural strength, the bearing capacity of the lower part 320 of the crossbeam is improved, which is beneficial to enhancing the overall stiffness and bending resistance of the longitudinal beam support bracket.

[0041] More specifically, a plurality of lower partition plates 322 arranged crosswise are provided in the inner cavity of the lower part 320 of the crossbeam. The lower partition plates 322 divide the inner cavity of the lower part 320 of the crossbeam into multiple columns of lower inner cavities 323 distributed in the front-and-rear direction. Each column has multiple lower inner cavities 323 distributed in the up-and-down direction. The multiple lower inner cavities 323 form independent force transmission paths respectively, which can disperse the load to more independent paths, avoid stress concentration, reduce local peak stress, and improve the overall bearing efficiency. And the multi-cavity design can provide higher rigidity under the same weight, and thus reduce the material consumption under the same performance, realizing lightweight design. In addition, the design of multiple columns of lower inner cavities 323 can achieve sequential crushing during a collision, extend the energy absorption time, and reduce the peak impact force.

[0042] In some embodiments, referring to Figure 1 , the first connection module 4 includes a first underbody front floor reinforcement crossbeam 410. The first underbody front floor reinforcement crossbeam 410 is an arched crossbeam arched upwards, and the first underbody front floor reinforcement crossbeam 410 forms a through groove 6 opening downwards to cooperate with the front floor middle channel longitudinal beam 2 to form a support frame for the middle channel. Among them, the first underbody front floor reinforcement crossbeam 410 is an extruded aluminum alloy profile.

[0043] In addition to serving as the beam forming the through groove 6, the first front floor under-reinforcement beam 410 also optimizes the force transmission effect. The specific reasons are as follows: In the event of a frontal collision, part of the collision energy is directly transmitted to the front floor frame body 1 and the front floor central passage longitudinal beam 2 via the front longitudinal beam rear support beam 3. The remaining energy is transmitted laterally along the first front floor under-reinforcement beam 410. The arched first front floor under-reinforcement beam 410 converts part of the frontal collision force into a vertical component force. The load is distributed to the front longitudinal beam rear support beam 3 through the arched structure. The load is then transmitted to the side pillars (such as A-pillars) via the front longitudinal beam rear support beam 3, forming a diversified force transmission path. This avoids the collision energy being concentrated in a single path and effectively decomposes and dissipates the collision energy. It eliminates the need for excessive reinforcements on the front floor frame body 1 and the front floor central passage longitudinal beam 2, which helps reduce the number of components in the front cabin floor mounting frame.

[0044] Based on the above embodiments, see Figure 1 The first connecting module 4 also includes a central channel support beam 420, the two ends of which are detachably connected to the corresponding side of the front floor central channel longitudinal beam 2. The central channel support beam 420 is a solid aluminum alloy plate-shaped component with a certain thickness (e.g., 5mm~10mm), or it is an extruded hollow aluminum alloy profile.

[0045] In this embodiment, the central channel support beam 420 cooperates with the front floor central channel longitudinal beam 2 and the front floor frame body 1 to form a grid-like support structure. This design has the following beneficial effects: First, the load is transferred to the central channel support beam 420 and the front floor frame body 1 through the front floor central channel longitudinal beam 2, forming a multi-path force transmission system, further reducing the burden on the front floor central channel longitudinal beam 2 and avoiding excessive local stress on a single front floor central channel longitudinal beam 2; Second, the central channel support beam 420 supports the front floor central channel longitudinal beam 2... The span is divided into smaller segments, which significantly reduces the maximum bending moment of the front floor central channel longitudinal beam 2 (the bending moment is proportional to the square of the span), reduces the flexural deformation of the front floor central channel longitudinal beam 2, and thus improves the overall stiffness of the front cabin floor mounting frame; third, the front floor central channel longitudinal beam 2, the central channel support beam 420 and the front floor frame main body 1 form a grid structure, which can constrain the torsion or lateral buckling of the front floor central channel longitudinal beam 2, and improve the stability of the front floor central channel longitudinal beam 2.

[0046] In addition, the central channel support beam 420 and the front floor central channel longitudinal beam 2 are assembled in a detachable manner, which facilitates the replacement of the central channel support beam 420 when the front naval floor mounting frame is damaged due to frontal collision or other reasons.

[0047] The longitudinal beam 2 of the front floor central channel is a hollow beam. The central channel support beam 420 is an important supporting structure. If it is directly connected to the longitudinal beam 2, the longitudinal beam 2 may deform in the area where it connects to the central channel support beam 420 due to insufficient strength. To avoid this problem, in some more specific embodiments, see... Figure 6 and Figure 7 A connecting bracket 430 is fixed to the lower part of the front end of the longitudinal beam 2 of the front floor central channel. The connecting bracket 430 is provided with a detachable connection position 431, and the central channel support beam 420 is connected to the detachable connection position 431. The connecting bracket 430 bears the assembly force of the central channel support beam 420, thus preventing structural damage to the longitudinal beam 2 of the front floor central channel.

[0048] In some specific embodiments of the connecting bracket 430, see Figure 6 and Figure 7 The connecting bracket 430 is provided with mounting screw holes, which are the detachable connection positions 431. The two ends of the middle channel support beam 420 are respectively provided with mounting through holes corresponding to the mounting screw holes. The middle channel support beam 420 is detachably connected by bolts that pass through the mounting through holes and are screwed to the mounting screw holes. The advantages of using bolts for detachable connections are as follows: First, disassembly only requires loosening and removing the bolts without damaging the overall structure, reducing the difficulty of later maintenance. It allows for easy disassembly and reassembly, and the bolts can be reused, reducing maintenance costs. Second, bolted connections rely on the frictional force generated by clamping force for force transmission. The force flow is smooth, and stress concentration is less pronounced than in welding and riveting, resulting in excellent fatigue resistance. This makes them particularly suitable for scenarios where the central channel support beam 420 bears dynamic loads. Furthermore, in the event of unexpected loads such as collisions, if the connection reaches its limit state, slippage may occur (transitioning from a frictional state to a bearing state). This process can absorb a large amount of energy, preventing severe brittle fracture and achieving ductile failure. Third, by applying a large, controllable preload, the bolts tightly press the central channel support beam 420 together, making the connection very strong and reliable. Moreover, bolted connections are a cold operation, unlike welding which generates high temperatures. Therefore, residual welding stress and deformation are not introduced into the component, preserving the original properties of the material.

[0049] The above embodiment achieves a detachable connection between the connecting bracket 430 and the central channel support beam 420 using bolts. However, it should be understood that the detachable connection between the connecting bracket 430 and the central channel support beam 420 can also be achieved by: the connecting bracket 430 having a snap-fit ​​hole, and the central channel support beam 420 having an installation through hole; the central channel support beam 420 then achieves a detachable connection via a straight-insertion buckle that passes through the installation through hole and engages with the snap-fit ​​hole. Other detachable connection methods will not be listed here; any method that meets assembly requirements is acceptable.

[0050] Optional, see Figure 8 A bracket mounting groove 201 is provided on the inner side of the front part of the front floor central channel longitudinal beam 2. The connecting bracket 430 is embedded in the bracket mounting groove 201 and fixedly connected to the front floor central channel longitudinal beam 2. The embedded method allows for a large contact area between the connecting bracket 430 and the front floor central channel longitudinal beam 2, which helps to improve the bonding strength between the two. While ensuring that the connecting bracket 430 has the thickness to meet assembly requirements, it also reduces the size of the connecting bracket 430 protruding downward from the front floor central channel longitudinal beam 2, avoiding excessive encroachment of the connecting bracket 430 on the space below the front floor central channel longitudinal beam 2, and improving the compactness of the structure.

[0051] Optionally, the connecting bracket 430 is fixedly connected to the longitudinal beam 2 of the front floor channel by welding to maintain high connection strength and structural integrity.

[0052] Optionally, the connecting bracket 430 is a cuboid component, and the shape of the bracket mounting groove 201 is adapted to the connecting bracket 430, being a rectangular groove. Because the connecting bracket 430 has a relatively regular shape and high structural strength, it can effectively compensate for the negative impact of the slotting at the front of the front floor channel longitudinal beam 2 on its own strength, while also making it easier to install mounting screw holes. Furthermore, the connecting bracket 430 has at least two mounting screw holes along its long axis, increasing the connection points between the connecting bracket 430 and the channel support beam 420, thereby increasing the bonding strength between the two.

[0053] Based on the cuboid shape of the connecting bracket 430, which is a solid component with a dense and high-strength structure, threaded holes can be directly drilled on the connecting bracket 430, serving as mounting screw holes. Alternatively, the connecting bracket 430 can be a hollow component, resembling a hollow box with a certain structural strength. To form mounting screw holes, mounting sleeves with internally threaded holes need to be installed between the two side panels of the connecting bracket 430. These internally threaded holes form the mounting screw holes. While preventing the connecting bracket 430 from collapsing and deforming at the detachable connection position 431 through the mounting sleeves, the hollow design of the connecting bracket 430 reduces its weight, which is beneficial for achieving lightweight design.

[0054] In some embodiments, see Figures 1 to 4The front floor central channel longitudinal beam 2 includes a front section 210 and a rear section 220 connected sequentially from front to back. The front section 210 gradually slopes inwards from front to back. The rear section 220 extends along the front-to-back direction and connects to the front floor frame body 1. The two ends of the central channel support beam 420 are connected to the corresponding front sections 210 of the longitudinal beams on their respective sides. The front sections 210 of the two sets of front floor central channel longitudinal beams 2 gradually move away from each other from back to front, forming a gradually contracting horn-shaped force transmission structure. In a frontal collision, the horn-shaped structure guides the front floor central channel longitudinal beams 2 to gradually collapse along a preset path, extending the collision time through controllable deformation and improving energy absorption efficiency. Furthermore, the gradually changing spacing design improves the vibration transmission characteristics of the front floor central channel longitudinal beams 2, reduces vibration noise, and enhances NVH performance (noise, vibration, and harshness performance).

[0055] In some embodiments, see Figure 2 and Figure 3 The second connecting module 5 includes a second front floor under-reinforcing crossbeam 510. The rear side of the second front floor under-reinforcing crossbeam 510 is flush with the rear side of the rear support crossbeam 3 of the front longitudinal beam. The rear side of the second front floor under-reinforcing crossbeam 510 and the rear side of the rear support crossbeam 3 of the front longitudinal beam cooperate to form a front-wall fitting connection surface 8. The second front floor under-reinforcing crossbeam 510 is an extruded aluminum alloy profile. In this embodiment, the shape of the second front floor under-reinforcing crossbeam 510 and the rear side of the rear support crossbeam 3 of the front longitudinal beam are adapted to each other, forming a continuously distributed surface. This facilitates connection with the second front floor module, avoids making the design of the second front floor module more complex, thereby reducing development difficulty. It also reduces the space encroachment of the second front floor module on the passenger compartment, facilitating the placement of other modules within the passenger compartment.

[0056] Optional, see below Figure 2 The connection between the second front floor under-floor reinforcing beam 510 and the front longitudinal beam rear support beam 3 can be achieved by welding, bolting, etc. These connection methods require the second front floor under-floor reinforcing beam 510 and the front longitudinal beam rear support beam 3 to be manufactured separately and then assembled. Alternatively, refer to... Figure 3 The second front floor under-reinforcing crossbeam 510 and the front longitudinal beam rear support crossbeam 3 are integrally formed, that is, the second front floor under-reinforcing crossbeam 510 and the front longitudinal beam rear support crossbeam 3 are manufactured by one-time extrusion molding. When the beam body manufactured in this way needs to be connected to the first connecting module 4, the replacement opening 7 can be made on the beam body by cutting.

[0057] In some embodiments, see Figures 1 to 4The main body 1 of the front floor frame includes two sets of sill beams 110 and front seat mounting beams 120; the two sets of sill beams 110 are arranged opposite each other in the left and right direction (specifically, they are arranged symmetrically on the left and right), and the sill beams 110 are connected to the front longitudinal beams and rear support beams 3 on the corresponding side. The two sets of front floor central channel longitudinal beams 2 are located between the two sets of sill beams 110; the front seat mounting beams 120 are supported and connected between the two sets of sill beams 110 and are connected to the two sets of front floor central channel longitudinal beams 2. The door sill beam 110, the front seat mounting beam 120, the front longitudinal beam and rear support beam 3, the first connecting module 4 (or the second connecting module 5), and the front floor central channel longitudinal beam 2 work together to form a grid-like frame structure. In the event of a frontal collision, the collision energy can be transmitted rearward through the two sets of door sill beams 110 and the two sets of front floor central channel longitudinal beams 2, resulting in multiple force transmission paths. In the event of a side collision, the collision energy can be transmitted to the other side of the vehicle body through the front seat mounting beam 120, the front longitudinal beam and rear support beam 3, and the first connecting module 4 (or the second connecting module 5), also resulting in multiple force transmission paths.

[0058] The aforementioned frame structure can transmit force in both the front-rear and left-right directions, with abundant force transmission paths and strong spatial force transmission effect. It can effectively decompose collision energy, reduce the deformation of the frame structure and the passenger compartment, and effectively protect the power battery pack. Therefore, it meets various performance requirements of the vehicle's bottom frame structure. Meanwhile, existing vehicle bottom frame structures are complex, and if damaged in a collision, a large number of parts often need to be replaced, making disassembly and maintenance difficult. In this embodiment, the frame structure formed by the sill beam 110, front seat mounting beam 120, front longitudinal beam and rear support beam 3, first connecting module 4 (or second connecting module 5), and front floor central channel longitudinal beam 2 is relatively simple. If structural damage occurs in a collision, the disassembly and assembly of each component is convenient, allowing for quick replacement of the corresponding parts and reducing maintenance costs.

[0059] In some embodiments, see Figures 1 to 4 Two sets of front seat mounting beams 120 are provided, distributed along the front-rear direction to accommodate seat installation. The front seat mounting beam 120 at the front includes two separately arranged sets of front seat mounting beams 121 and a set of front seat beam connectors 122. The two sets of front seat mounting beams 121 are arranged opposite each other in the left-right direction. The front seat mounting beams 121 are supported and connected between the sill beam 110 and the adjacent front floor center channel longitudinal beam 2. The front seat beam connector 122 is supported and connected between the two sets of front floor center channel longitudinal beams 2 and is located above the center channel longitudinal beam. In this embodiment, the front seat mounting beams 120 on the front side are segmented, creating more space below the front seat mounting beams 120, which facilitates the arrangement of wiring harnesses and exhaust pipes in hybrid vehicles.

[0060] In some embodiments, see Figures 1 to 4 The main body 1 of the front floor frame also includes a front floor longitudinal beam 9, which is located between the front floor central passage longitudinal beam 2 and the adjacent sill beam 110. The front end of the front floor longitudinal beam 9 is connected to the rear support beam 3 of the corresponding side front longitudinal beam, and the rear end is connected to the front seat mounting beam 120. In the event of a frontal collision (including an offset collision), the front floor longitudinal beam 9 can effectively absorb and dissipate some of the collision energy through deformation, reducing the impact force transmitted to the A-pillar and floor of the passenger compartment, reducing the degree of deformation of the passenger compartment, and leaving sufficient survival space for the occupants.

[0061] Optionally, considering the symmetry of the force transmission effect, the front floor longitudinal beams 9 are provided in two sets, and the two sets of front floor longitudinal beams 9 are symmetrically arranged on the left and right. Each front floor longitudinal beam 9 is located between the sill beam 110 on the corresponding side and the front floor central passage longitudinal beam 2.

[0062] In some embodiments, see Figures 1 to 4 The rear side of the front floor frame body 1 is provided with a rear seat mounting beam 10. The rear seat mounting beam 10 is located behind the front seat mounting beam 120 and is supported and connected between the rear ends of the two sets of sill beams 110, forming a more complete frame structure. A transverse force transmission channel is formed between the two sets of sill beams 110, further enriching the force transmission path and further reducing the stress concentration of a single sill beam 110.

[0063] In some embodiments, see Figures 1 to 4 The forward cabin floor mounting frame also includes two sets of rear floor longitudinal beam front sections 11. These two sets of rear floor longitudinal beam front sections 11 are positioned opposite each other and are respectively connected to the rear ends of two sets of sill beams 110. In the front-to-rear direction, the rear floor longitudinal beam front sections 11 gradually slope inwards, so that the distance between the two sets of rear floor longitudinal beam front sections 11 gradually decreases from front to rear. The two sets of rear floor longitudinal beam front sections 11 form a gradually tapering flared structure from front to rear. This gradually varying spacing design improves the vibration transmission characteristics of the rear floor longitudinal beam front sections 11, reduces vibration noise, and enhances NVH performance (noise, vibration, and harshness performance).

[0064] In some embodiments, see Figures 1 to 4One side of the sill beam 110 is connected to the adjacent front floor central channel longitudinal beam 2 by a battery pack mounting longitudinal beam 12. The front end of the battery pack mounting longitudinal beam 12 is connected to the rear support beam 3 of the corresponding front longitudinal beam, and the rear end is connected to the rear seat mounting beam 10. The two sides of the power battery pack are connected to the battery pack mounting longitudinal beam 12 and the sill beam 110 away from the battery pack mounting longitudinal beam 12, respectively. An exhaust pipe mounting space is formed between the power battery pack mounting longitudinal beam 12 and the adjacent sill beam 110. The exhaust pipe is connected to the battery pack mounting longitudinal beam 12 and the adjacent sill beam 110, respectively. This design offers the following benefits: First, the battery pack mounting beam 12 forms a longitudinal support between the front longitudinal beam rear support beam 3 and the rear seat mounting beam 10. In the event of a frontal collision, this adds a rearward force transmission path for the frontal collision energy, which helps improve the frontal collision force transmission reliability of the frontal engine compartment floor mounting frame and enhances the spatial force transmission effect. Second, it enables the offset arrangement of the power battery pack, providing more installation space for the exhaust pipe, thereby achieving a more rational utilization of the lower space of the hybrid vehicle.

[0065] Optionally, if there are two sets of front floor longitudinal beams 9, the battery pack mounting longitudinal beam 12 is located directly below the front floor longitudinal beam 9 on the corresponding side.

[0066] In some embodiments, see Figures 1 to 4 The forward cabin floor mounting frame also includes a sill beam connecting crossbeam 14, which supports and connects the sill beam 110 and the longitudinal beam 2 of the forward floor central passage. Firstly, the sill beam connecting crossbeam 14 acts as a lateral support, effectively distributing the vertical load borne by the longitudinal beam and reducing bending deformation (such as sagging or twisting) caused by stress. Under compression or torsion, the sill beam connecting crossbeam 14 prevents lateral buckling of the sill beam 110 and the longitudinal beam 2 of the forward floor central passage, improving the overall structural bending and torsional stiffness. Secondly, the sill beam connecting crossbeam 14 transfers the concentrated load to the opposite longitudinal beam, avoiding local overload of a single longitudinal beam and improving overall load-bearing efficiency. Thirdly, the sill beam connecting crossbeam 14, together with the sill beam 110 and the longitudinal beam 2 of the forward floor central passage, forms a stable frame structure, improving overall force transmission efficiency.

[0067] Based on the same inventive concept, this application embodiment also provides a front cabin floor assembly, including a first front cabin floor module, a second front cabin floor module, and the aforementioned front cabin floor mounting frame.

[0068] If the first connecting module 4 is fixedly installed in the replacement opening 7 in the front cabin floor mounting frame, the first front cabin floor module is fitted and connected to the front floor frame body 1, the front longitudinal beam and the rear support beam 3 and the first connecting module 4 in the front cabin floor mounting frame, and the first front cabin floor module and the first connecting module 4 cooperate to form a central channel.

[0069] If the second connecting module 5 is fixedly installed in the opening 7, the second front floor module will be closely connected to the front floor frame body 1, the front longitudinal beam, the rear support beam 3, and the second connecting module 5 in the front cabin floor mounting frame.

[0070] Compared with the prior art, the front cabin floor mounting frame provided in this application has greater overall flexibility (i.e., structural adjustability) and greater spatial arrangement flexibility. Its own development cost is reduced, thereby reducing the overall development cost of the front cabin floor assembly and facilitating the platform-based production of the front cabin floor assembly.

[0071] In some embodiments, the first front floor module has an integrally connected front bulkhead, a central channel raised plate, and a front floor, wherein the front bulkhead is an upright panel, the front floor is a flat panel, and the central channel raised plate is located between the front bulkhead and the front floor. The front bulkhead is fitted and connected to the rear support beam 3 of the front longitudinal beam, the central channel raised plate is fitted and connected to the first connecting module 4 and the central channel longitudinal beam 2 of the front floor, and the front floor is fitted and connected to the front floor frame body 1 and the central channel longitudinal beam 2 of the front floor.

[0072] In some embodiments, the second front floor module includes an integrally connected front panel and a front floor, the front panel being an upright panel and the front floor being a flat panel; the front panel is fitted and connected to the rear support beam 3 of the front longitudinal beam, and the front floor is fitted and connected to the front floor frame body 1 and the front floor central channel longitudinal beam 2.

[0073] It should be noted that the first front floor module and the second front floor module are integrally formed by stamping, thereby achieving the integral connection of each panel.

[0074] Based on the same inventive concept, this application also provides a vehicle including the aforementioned front engine compartment floor assembly.

[0075] Compared with the prior art, the front engine compartment floor mounting frame provided in this application, by adopting the aforementioned front engine compartment floor assembly, is conducive to strengthening the platform-based production of the entire vehicle, reducing the production cost of the entire vehicle, and enhancing product competitiveness.

[0076] The above description is merely a preferred embodiment of this application and is not intended to limit this application. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of this application should be included within the protection scope of this application.

Claims

1. A forward engine compartment floor mounting frame, characterized in that, include: Front floor frame main body (1); Two sets of front floor channel longitudinal beams (2) are fixed to the middle of the front floor frame body (1) and are arranged opposite to each other in the left and right directions; Two sets of front longitudinal beams and rear support beams (3) are arranged opposite each other in the left and right directions, and a replacement opening (7) is formed between the two sets of front longitudinal beams and rear support beams (3). The front longitudinal beams and rear support beams (3) are connected to the front part of the front floor frame body (1) and the front floor central channel longitudinal beam (2) on the corresponding side. The first connecting module (4) and the second connecting module (5) are selectively fixed in the replacement opening (7). A through groove (6) is formed on the lower side of the first connecting module (4). The through groove (6) is used to cooperate with the longitudinal beam (2) of the front floor channel to form a central channel. The second connecting module (5) can close the replacement opening (7).

2. The forward cabin floor mounting frame as described in claim 1, characterized in that, The first connecting module (4) includes a first front floor under-reinforcement crossbeam (410), which is an arched crossbeam that arches upwards. The first front floor under-reinforcement crossbeam (410) forms the through groove (6) that opens downwards, so as to cooperate with the longitudinal beam (2) of the front floor central channel to form the support frame of the central channel.

3. The forward cabin floor mounting frame as described in claim 2, characterized in that, The first connection module (4) also includes a central channel support beam (420), the two ends of which are detachably connected to the corresponding side of the front floor central channel longitudinal beam (2).

4. The forward cabin floor mounting frame as described in claim 3, characterized in that, A connecting bracket (430) is fixed at the lower part of the front end of the longitudinal beam (2) of the central channel of the front floor. The connecting bracket (430) is provided with a detachable connecting position (431). The central channel support beam (420) is connected to the detachable connecting position (431).

5. The forward cabin floor mounting frame as described in claim 4, characterized in that, The front floor central channel longitudinal beam (2) includes a front section (210) and a rear section (220) of the longitudinal beam connected sequentially from front to back; in the direction from front to back, the front section (210) of the longitudinal beam gradually slopes inward; the rear section (220) of the longitudinal beam extends in the front-back direction and is connected to the front floor frame body (1); the two ends of the central channel support beam (420) are respectively connected to the front section (210) of the longitudinal beam on the corresponding side.

6. The forward cabin floor mounting frame as described in claim 1, characterized in that, The second connecting module (5) includes a second front floor under-reinforcing crossbeam (510), the rear side of the second front floor under-reinforcing crossbeam (510) is flush with the rear side of the front longitudinal beam rear support crossbeam (3), and the rear side of the second front floor under-reinforcing crossbeam (510) and the rear side of the front longitudinal beam rear support crossbeam (3) cooperate to form a front fitting connection surface (8).

7. The forward cabin floor mounting frame as described in claim 1, characterized in that, The front floor frame body (1) includes: Two sets of threshold beams (110) are arranged opposite each other in the left and right direction. The threshold beams (110) are connected to the front longitudinal beams and rear support beams (3) on the corresponding side. The two sets of front floor channel longitudinal beams (2) are located between the two sets of threshold beams (110). The front seat mounting beam (120) is supported and connected between the two sets of sill beams (110) and connected to the two sets of front floor central channel longitudinal beams (2).

8. The forward cabin floor mounting frame as described in claim 7, characterized in that, The front floor frame body (1) also includes a front floor longitudinal beam (9), which is located between the front floor central passage longitudinal beam (2) and the adjacent sill beam (110). The front end of the front floor longitudinal beam (9) is connected to the corresponding side of the front longitudinal beam rear support beam (3), and the rear end is connected to the front seat mounting beam (120).

9. A front naval cabin floor assembly, characterized in that, It includes a first front cabin floor module, a second front cabin floor module, and a front cabin floor mounting frame as described in any one of claims 1-8; If a first connecting module (4) is fixedly installed in the replacement opening (7) in the front cabin floor mounting frame, then the first front cabin floor module is in close contact with the front floor frame body (1), the front longitudinal beam rear support beam (3) and the first connecting module (4) in the front cabin floor mounting frame, and the first front cabin floor module and the first connecting module (4) cooperate to form a central channel. If the second connecting module (5) is fixedly installed in the replacement opening (7), the second front floor module is in close contact with the front floor frame body (1), the front longitudinal beam rear support beam (3) and the second connecting module (5) in the front cabin floor mounting frame.

10. A vehicle, characterized in that, Includes the front cabin floor assembly as described in claim 9.

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