CN219601421U - Front floor assembly and vehicle - Google Patents

Abstract

The embodiment of the utility model discloses a front floor assembly and a vehicle, which comprise a front floor, a first front seat mounting cross beam and a longitudinally arranged reinforcing plate, wherein the front floor is provided with a first top surface and a first bottom surface which are oppositely arranged along a first direction; the first front seat mounting cross beam extends along a second direction and is arranged on the first top surface; the vertical reinforcing plate extends along a third direction and is arranged on the first top surface, the vertical reinforcing plate comprises a first reinforcing plate attached to the front coaming of the vehicle and a second reinforcing plate attached to the front floor, the first reinforcing plate can be connected with the front coaming, and the second reinforcing plate is fixed with the mounting cross beam of the first front seat. The longitudinal reinforcing plate is fixedly connected with the vehicle front surrounding plate and the first front seat mounting cross beam, so that the front floor, the front surrounding plate and the first front seat mounting cross beam are fixedly connected into a whole, the connection rigidity of the front surrounding plate and the front floor is enhanced, the vibration of the front floor assembly can be reduced, and the driving comfort is improved.

Description

Front floor assembly and vehicle

Technical Field

The utility model relates to the technical field of vehicles, in particular to a front floor assembly and a vehicle.

Background

The front floor assembly is an important structural member of the vehicle body, if the rigidity and the mode of the front floor assembly are low, the front floor assembly is easily excited by the energy of the power 0 assembly, the transmission system and the road surface, the front floor is caused to vibrate, and vibration energy is further transferred to a front seat, so that the comfort level of drivers and passengers is seriously affected. Accordingly, there is a need to provide a new front floor assembly.

Disclosure of Invention

The embodiment of the utility model provides a front floor assembly capable of effectively reducing vibration and a vehicle.

In a first aspect, embodiments of the present utility model provide a front floor assembly comprising:

a front floor having a first top surface and a first bottom surface disposed opposite in a first direction;

a first front seat mounting beam extending in a second direction

The first top surface is arranged on the first side; the method comprises the steps of,

0 longitudinal reinforcing plates which are arranged along the third direction in an extending way and are arranged on the first top surface,

the first direction, the second direction and the second direction are perpendicular to each other, the longitudinally arranged reinforcing plates comprise a first reinforcing plate attached to the front coaming of the vehicle and a second reinforcing plate attached to the front floor, the first reinforcing plate can be connected with the front coaming, and the second reinforcing plate is fixed with the mounting cross beam of the first front seat.

In a second aspect, an embodiment of the present utility model provides a vehicle including the front floor assembly.

The beneficial effects are that: the longitudinal reinforcing plate is fixedly connected with the vehicle front surrounding plate and the first front seat mounting cross beam, so that the front floor, the front surrounding plate and the first front seat mounting cross beam are fixedly connected into a whole, the connection rigidity of the front surrounding plate and the front floor is enhanced, the stability of the front floor is improved by means of the rigidity strength of the first front seat mounting cross beam, and further, the vibration of the front floor assembly can be reduced, and the driving comfort of a vehicle is improved.

Drawings

In order to more clearly illustrate the embodiments of the present utility model or the technical solutions in the prior art, the drawings that are required in the embodiments or the description of the prior art will be briefly described, and it is obvious that the drawings in the following description are only some embodiments of the present utility model, and other drawings may be obtained according to the structures shown in these drawings without inventive effort for a person skilled in the art.

FIG. 1 is a schematic perspective view of a front floor assembly from a top view of an embodiment of the present utility model;

FIG. 2 is a schematic perspective view of a front floor assembly from a bottom view in accordance with an embodiment of the present utility model;

FIG. 3 is a schematic top view of a front floor assembly according to an embodiment of the application;

FIG. 4 is an enlarged partial schematic view of the portion indicated by P in FIG. 3;

FIG. 5 is a schematic cross-sectional view of the article indicated by A-A in FIG. 3;

FIG. 6 is an enlarged partial schematic view of the portion indicated by Q in FIG. 5;

FIG. 7 is a schematic bottom view of a front floor assembly according to an embodiment of the application;

FIG. 8 is a schematic perspective view of a vertical stiffener according to an embodiment of the present disclosure;

FIG. 9 is a schematic perspective view of a front floor rail according to an embodiment of the present application;

FIG. 10 is a schematic front view of a front floor rail of an embodiment of the present application;

FIG. 11 is a schematic top view of a middle through plate according to an embodiment of the present application;

FIG. 12 is an enlarged partial schematic view of the portion indicated by B-B in FIG. 11;

fig. 13 and 14 are schematic perspective views of two different view angles of a middle through plate according to an embodiment of the present application;

fig. 15 is a schematic perspective view of a second reinforcing plate according to an embodiment of the present application.

Reference numerals illustrate:

100. a front floor assembly; 1. a front floor; 11. a first top surface; 12. a first bottom surface; 2. a middle through plate assembly; 21. a middle through plate; 211. a main board; 2111. a first panel; 2112. a second panel; 2113. a first reinforcing rib; 2114. a first sub-stiffener; 2115. a second sub-stiffener; 2116. a third sub-stiffener; 2117. a reinforcing structure; 212. a side plate; 213. a longitudinal beam; 2131. a first structural section; 2132. a second structural section; 2133. a third structural section; 2134. a first groove; 2135. a first sub-segment; 2136. a second subsection; 2137. a third subsection; 2138. a second groove; 214. a second reinforcing rib; 22. a first reinforcing plate; 23. a second reinforcing plate; 231. a main reinforcement; 2311. a connection part; 2312. a main body portion; 2313. a connection surface; 2314. a back surface; 2315. a first structure portion; 2316. a second structure portion; 2339, lightening holes; 232. a secondary reinforcement; 2321. a third reinforcing rib; 3. a first front seat mounting cross member; 31. a second splice plate; 32. a second edge; 4. a second front seat mounting cross member; 5. longitudinally arranged reinforcing plates; 51. a first reinforcing plate; 52. a second reinforcing plate; 53. a suspended section; 54. a bonding section; 55. an avoidance plate; 56. a first lap plate; 57. a first edge; 6. a dash panel; 61. a second top surface; 62. a second bottom surface; 7. a cabin longitudinal beam rear section; 71. a second butt joint part; 8. front floor stringers; 81. front floor stringer front section; 82. the rear section of the front floor longitudinal beam; 83. a straight line segment; 85. flanging; 86. an inclined section; 9. a threshold beam; 10. a transverse reinforcing plate; z, a first direction; y, second direction; x, third direction.

Detailed Description

The following description of the embodiments of the present utility model will be made clearly and fully with reference to the accompanying drawings, in which it is evident that the embodiments described are only some, but not all embodiments of the utility model. All other embodiments, which can be made by those skilled in the art based on the embodiments of the utility model without making any inventive effort, are intended to be within the scope of the utility model.

It should be noted that all directional indicators (such as up, down, left, right, front, and rear … …) in the embodiments of the present utility model are merely used to explain the relative positional relationship, movement, etc. between the components in a particular posture (as shown in the drawings), and if the particular posture is changed, the directional indicator is changed accordingly.

Furthermore, descriptions such as those referred to as "first," "second," and the like, are provided for descriptive purposes only and are not to be construed as indicating or implying a relative importance or implying an order of magnitude of the indicated technical features in the present disclosure. Thus, a feature defining "a first" or "a second" may explicitly or implicitly include at least one such feature. In the description of the present utility model, the meaning of "plurality" means at least two, for example, two, three, etc., unless specifically defined otherwise.

In the present utility model, unless specifically stated and limited otherwise, the terms "connected," "affixed," and the like are to be construed broadly, and for example, "affixed" may be a fixed connection, a removable connection, or an integral body; can be mechanically or electrically connected; either directly or indirectly, through intermediaries, or both, may be in communication with each other or in interaction with each other, unless expressly defined otherwise. The specific meaning of the above terms in the present utility model can be understood by those of ordinary skill in the art according to the specific circumstances.

As shown in fig. 1 to 10, a front floor assembly 100, which is applied to a vehicle, may be used for mounting a front seat, a sub-instrument desk, or the like.

Specifically, the front floor assembly 100 includes two front floors 1 and a center pass plate assembly 2. Each front floor 1 has a first top surface 11 and a first bottom surface 12 arranged opposite in the first direction Z. The middle through plate assembly 2 is positioned at the middle part of the front floor assembly 100, the two front floors 1 are respectively positioned at two opposite sides of the middle through plate assembly 2 along the second direction Y, and the two front floors 1 are respectively fixedly connected with two sides of the middle through plate assembly 2. The first direction Z may be a height direction of the vehicle, which determines an up-down direction of the vehicle, a side closer to the ground being a lower side, and a side farther from the ground being an upper side. The second direction Y may be a width direction of the vehicle, which determines a left-right direction of the vehicle.

The front floor assembly 100 may include a first front seat mounting beam 3 and a second front seat mounting beam 4, where the first front seat mounting beam 3 and the second front seat mounting beam 4 extend along the second direction Y and are distributed at intervals along the third direction X, and the first front seat mounting beam 3 and the second front seat mounting beam 4 are fixedly connected to the middle through plate assembly 2 and/or the two front floors 1, i.e., the first front seat mounting beam 3 and the second front seat mounting beam 4 may be directly or indirectly fixedly connected to the middle through plate assembly 2 and the front floors 1. The first front seat mounting cross member 3 and the second front seat mounting cross member 4 may be used to mount front seats. The third direction X may be a longitudinal direction of the vehicle, which determines a front-rear direction of the vehicle, a side near the head is a front side, a side near the tail is a rear side, and the first direction Z, the second direction Y, and the third direction X are perpendicular to each other.

The front floor assembly 100 may further include two longitudinal reinforcing plates 5, each longitudinal reinforcing plate 5 corresponding to one front floor 1, and the two longitudinal reinforcing plates 5 are respectively located at two sides of the middle through plate assembly 2 along the second direction Y. The vertical reinforcing plates 5 are provided to extend in the third direction X. The longitudinal reinforcement plate 5 includes a first reinforcement plate 51 and a second reinforcement plate 52 integrally connected, and the first reinforcement plate 51 is located at a side of the longitudinal reinforcement plate 5 near the vehicle head and the second reinforcement plate 52 is located at a side of the longitudinal reinforcement plate 5 near the vehicle tail along the third direction X. In the third direction X, the first reinforcing plate 51 and the second reinforcing plate 52 each have a certain length.

The longitudinally arranged reinforcing plate 5 is fixedly arranged on the first top surface 11 of the front floor 1, the first reinforcing plate 51 is fixedly connected with the vehicle front surrounding plate 6, the second reinforcing plate 52 is fixedly connected with the front floor 1 and the first front seat mounting cross beam 3, so that the front floor 1, the front surrounding plate 6 and the first front seat mounting cross beam 3 are fixedly connected into a whole, and the connection rigidity of the front surrounding plate 6 and the front floor 1 is enhanced; at the same time, the stability of the front floor 1 is improved by means of the stiffness strength of the first front seat mounting cross member 3.

In some embodiments, the front floor assembly 100 may further include two cabin longitudinal beam rear sections 7 and two front floor longitudinal beams 8, where the first bottom surface 12 of each front floor 1 is fixedly provided with one cabin longitudinal beam rear section 7 and one front floor longitudinal beam 8, and the two cabin longitudinal beam rear sections 7 are located on two sides of the middle through board assembly 2 along the second direction Y, and the two front floor longitudinal beams 8 are located on two sides of the middle through board assembly 2 along the second direction Y. The cabin girder rear section 7 is fixedly connected with the cabin girder front section to form a cabin girder, and the cabin girder rear section 7 is arranged to extend in the third direction X. The front floor longitudinal beam 8 extends along the third direction X, and the front end of the front floor longitudinal beam 8 is fixedly connected with the rear end of the cabin longitudinal beam rear section 7, so that the cabin longitudinal beam front section, the cabin longitudinal beam rear section 7 and the front floor longitudinal beam 8 are sequentially and fixedly connected along the third direction X to form a front-to-rear force transmission structure.

The first reinforcing plate 51 of the longitudinal reinforcing plate 5 is fixedly connected with the cabin longitudinal beam rear section 7 through the dash panel 6, the second reinforcing plate 52 thereof is fixedly connected with the cabin longitudinal beam rear section 7 and the front floor longitudinal beam 8 through the front floor 1, and the rear end part of the second reinforcing plate 52 thereof is fixedly connected with the first front row seat mounting cross beam 3. The first reinforcing plate 51 of the longitudinal reinforcing plate 5 is fixedly connected with the front coaming 6 and the cabin longitudinal beam rear section 7, so that the connection rigidity of the front floor 1 and the front coaming 6 is further enhanced, and the stability of the front floor 1 is improved; the second reinforcing plate 52 of the longitudinal reinforcing plate 5 is fixedly connected with the cabin longitudinal beam rear section 7 and the front floor longitudinal beam 8, so that the stability of the front floor 1 is further improved.

The dash panel 6 has a second top surface 61 and a second bottom surface 62 that are disposed opposite to each other in the first direction Z, the second top surface 61 of the dash panel 6 and the first top surface 11 of the front floor 1 constitute an integral top surface, and the second bottom surface 62 of the dash panel 6 and the first bottom surface 12 of the front floor 1 constitute an integral bottom surface. The longitudinal reinforcement plate 5, the first front seat mounting cross member 3, and the second front seat mounting cross member 4 are located on one side of the entire top surface of the front floor assembly 100. The cabin longitudinal beam front section, the cabin longitudinal beam rear section 7 and the front floor longitudinal beam 8 are located on one side of the entire bottom surface of the front floor assembly 100. At least a part of the cabin longitudinal beam rear section 7 is located below the dash panel 6, at least another part of the cabin longitudinal beam rear section 7 is located below the front floor 1, and the front floor longitudinal beam 8 is located below the front floor 1.

Further, referring to fig. 5, 6 and 8, the vertical reinforcement plate 5 has two first edges 57 disposed opposite to each other along the second direction Y, the first edges 57 extend along the third direction X, the first edges 57 are provided with a plurality of hanging sections 53 and a plurality of attaching sections 54, and each hanging section 53 and each attaching section 54 are distributed at intervals along the third direction X. The suspended portion 53 is upwardly arched in the first direction Z from the first edge of the longitudinally disposed reinforcing plate 5. The suspended segments 53 form a gap with the corresponding second top surface 61 of the dash panel 6 or the first top surface 11 of the front floor 1. The attaching section 54 is attached to the second top surface 61 of the corresponding dash panel 6 or the first top surface 11 of the front floor panel 1. The first reinforcing plate 51 and the second reinforcing plate 52 of the longitudinal reinforcing plate 5 are each provided with the first edge 57, that is, the first reinforcing plate 51 and the second reinforcing plate 52 each have suspended sections 53 and attaching sections 54 that are alternately distributed along the third direction.

For the first reinforcing plate 51 of the longitudinally arranged reinforcing plate 5, the attaching section 54, the dash panel 6 and the cabin longitudinal beam rear section 7 are arranged in a stacked manner from top to bottom in the first direction Z and form a three-layer welded structure, and the welding points are located at the attaching section 54. For the second reinforcing plate 52 of the longitudinal reinforcing plate 5, along the first direction Z, the joint section 54 arranged at the front end part of the second reinforcing plate 52, the front floor 1 and the cabin longitudinal beam rear section 7 are arranged in a stacked manner from top to bottom to form a three-layer welding structure, and the welding point is positioned at the joint section 54; the joint section 54, the front floor 1 and the front floor longitudinal beam 8 which are arranged in the middle of the second reinforcing plate 52 are arranged in a stacked manner from top to bottom to form a three-layer welding structure, and the welding point is positioned on the joint section 54. The rear end portion of the second reinforcing plate 52 of the vertical reinforcing plate 5 is laminated with the first front seat mounting cross member 3, the attaching section 54, and the front floor 1 from top to bottom in the first direction Z to form a three-layer welded structure, and the welding point is located at the attaching section 54. Through each three-layer welded structure, fix preceding floor 1, dash panel 6, first front row seat installation crossbeam 3, cabin longeron back end 7, preceding floor longeron 8 an organic whole, improved the steadiness of preceding floor 1. In an alternative structure, only the first reinforcing plate 51 of the vertical reinforcing plate 5 may be subjected to three-layer welding, only the second reinforcing plate 52 may be subjected to three-layer welding, or one or more of the front end portion, the middle portion, and the rear end portion of the second reinforcing plate 52 may be subjected to three-layer welding.

Further, the front end portion of the first reinforcing plate 51 of the longitudinal reinforcing plate 5, which is close to the dash panel 6, is provided with a triangular escape plate 55, and the escape plate 55 can be used for escaping a convex structure arranged on the second top surface 61 of the dash panel 6, so that interference between metal plates is prevented. The escape plate 55 may have a right triangle structure with two right-angle sides extending in the second direction Y and the third direction X, respectively, and with a hypotenuse capable of escaping from the dash panel 6.

Further, the rear end portion of the second reinforcing plate 52 of the longitudinal reinforcing plate 5 has a triangular first lap plate 56, and the edge of the corresponding first front seat mounting cross member 3 is provided with a second lap plate 31. Along the first direction Z, the second lap plate 31, the first lap plate 56, and the front floor 1 are stacked and formed into a three-layer welded structure, and the welding points are provided on the first lap plate 56 and the second lap plate 31. By providing a triangular first lap plate 56 for connection with the first front seat mounting cross member 3, the stability of the front floor 1 is enhanced.

The side of the first front seat mounting cross member 3 facing the longitudinal reinforcement panel 5 is provided with a second edge 32, which second edge 32 extends in the second direction Y, from which second edge 32 the second lap plate 31 extends cantilevered, which second lap plate 31 may be parallel to the front floor 1. The second strap 31 at least partially coincides with the first strap 56, i.e. the projection of the first strap 56 in a first plane, which may be perpendicular to the first direction Z and parallel to the front floor 1, is at least partially located inside the projection of the second strap 31 in the first plane. The first and second splice plates 56, 31 have one or more welds where the first splice plate 56, the second splice plate 31, and the front floor 1 are three-layer welded.

Further, the front floor side member 8 is provided at the first bottom surface 12 of the front floor 1, and the front floor side member 8 is disposed obliquely and diagonally to the front floor 1, so that the front floor 1 can be penetrated through the entire front floor 1, and the bending rigidity of the front floor 1 is improved.

The front floor assembly 100 further comprises two threshold beams 9 extending in the third direction X, wherein two ends of the first front seat mounting cross beam 3 are fixedly connected with the threshold beams 9 on the corresponding sides respectively, and two ends of the second front seat mounting cross beam 4 are fixedly connected with the threshold beams 9 on the corresponding sides respectively.

The front floor side members 8 are disposed at an angle to the rocker 9, which is an acute angle, and typically, the angle is 10 degrees or more and 18 degrees or less, such as 10 degrees, 12 degrees, 15 degrees, 18 degrees, etc., and in an example, the angle is 15 degrees. The front end of the vehicle body can be optimized in stress transmission through the arrangement of the acute included angles, the vibration sensitivity of the front floor 1 is reduced, and the comfort of the whole vehicle is improved.

Further, referring to fig. 9 and 10 in combination, the front floor side member 8 is a split structure, which may be formed by a multi-section side member, so as to effectively avoid the failure of reinforcement due to the reduced bending stiffness caused by the too long length of the side member.

The front floor rail 8 may include a fixedly connected front floor rail front section 81 and a front floor rail rear section 82, a front end of the front floor rail front section 81 being fixedly connected with the cabin rail rear section 7, a rear end of the front floor rail front section 81 being fixedly connected with a front end of the front floor rail rear section 82. The second reinforcing plate 52 of the longitudinally disposed reinforcing plate 5, the front floor 1, and the front floor rail front section 81 form a three-layer welded structure.

The front floor rail front section 81 has a length L1 that is greater than a length L2 of the front floor rail rear section 82, and the ratio of the two lengths may be approximately 2:1, the rigidity of the front floor longitudinal beam front section 81 and the front floor longitudinal beam rear section 82 can be optimized through the proportional design, and the front floor 1 mode is improved to a large extent.

Further, the front end portion of the front floor rail front section 81 is a straight line section 83, and the extending direction of the straight line section 83 is parallel to the third direction X. This straight line section 83 is convenient for the fixed connection between the front floor stringer front section 81 and the cabin stringer rear section 7 to can promote the front floor 1 with the help of the rigidity and the intensity of cabin stringer, increase the compactness and the reliability of whole car connection simultaneously. The front floor side member front section 81 further includes an inclined section 86, both ends of the inclined section 86 are connected to the straight section 83 and the front floor side member rear section 82, respectively, and an inclination angle of the inclined section 86 with respect to the threshold beam 9 may be the same as an inclination angle of the front floor side member rear section 82 with respect to the threshold beam 9.

The straight section 83 may be provided at the front floor rail front section 81. The front floor rail front section 81, the front floor rail rear section 82 and the cabin rail rear section 7 may be channel steel, the openings of which are all directed towards the front floor 1. The straight line section 83 of the front floor rail front section 81 serves as a first butt joint, and the cabin rail rear section 7 correspondingly has a second butt joint 71, and the second butt joint 71 is fixedly connected with the first butt joint by wrapping the first butt joint. The edges of the openings of the front floor longitudinal beam front section 81 and the front floor longitudinal beam rear section 82 are provided with flanges 85 extending along the third direction X, the two flanges 85 extend outwards relatively along the second direction Y, and the flanges 85 can be attached to the front floor 1 and are fixedly connected into a whole through welding, screwing and the like.

Further, in the third direction X, a section of the front floor rail rear section 82 near the threshold beam 9 is defined as a tapered section 87, the width of the tapered section 87 is smaller and gradually decreases in the direction toward the threshold beam 9, and a section of the front floor rail rear section 82 near the front floor rail front section 81 is larger in width, that is, the front floor rail rear section 82 is wide front to rear and narrow in width, and the narrowest of the tapered section 87 of the front floor rail rear section 82 is disposed at a spacing from the threshold beam 9. The narrow design in this back is first in order to dodge threshold roof beam 9, and second in order to be connected with back floor front connection board and back floor longeron to can strengthen the compactness of whole automobile body connection.

The rear floor connecting plate is used for connecting the front floor 1 and the rear floor, two ends of the rear floor connecting plate along the second direction Y are respectively fixedly connected with the middle through plate assembly 2 and the threshold beam 9 on the corresponding side, and the rear floor longitudinal beam is arranged below the rear floor and used for supporting and reinforcing the rear floor. The rear end portion of the front floor rail rear section 82, the rear floor rail and the rear floor can form a three-layer welded structure.

Further, the front floor assembly 100 further includes two transverse reinforcing plates 10, and the center pass plate assembly 2 is located between the two transverse reinforcing plates 10. The transverse reinforcing plate 10 extends along the second direction Y, and two ends of the transverse reinforcing plate are fixedly connected with the cabin longitudinal beam rear section 7 and the threshold beam 9 respectively. The transverse reinforcing plate 10 is fixedly connected with the threshold beam 9, so that the threshold beam 9 can be connected with the cabin longitudinal beam and the front floor longitudinal beam 8 by means of the bridge action of the transverse reinforcing plate 10, and the rigidity and the mode of the front floor 1 can be further improved.

The transverse reinforcement plate 10 may be fixedly connected to the second abutment 71 of the cabin longitudinal beam rear section 7. The transverse reinforcing plate 10, the front floor longitudinal beam 8 and the threshold beam 9 form a triangular structure, which is beneficial to improving the rigidity of the front floor 1.

Furthermore, based on the frequency avoidance principle, the aspect ratios of the front floor 1, the longitudinally arranged reinforcing plate 5 and the middle through plate assembly 2 are different, so that the resonance problem caused by the fact that the sheet metal mode frequencies are similar can be avoided. The front floor 1 is substantially rectangular and has a width in the second direction Y and a length in the third direction X, both sides in the width direction thereof are fixedly connected with the rocker 9 and the center pass plate assembly 2, respectively, and both sides in the length direction thereof are fixedly connected with the dash panel 6 and the rear floor connecting plate, respectively. The middle through plate assembly 2 is substantially rectangular, has a width along the second direction Y and a length along the third direction X, and has both sides in the width direction fixedly connected with the front floor 1 on the corresponding side, and both sides in the length direction fixedly connected with the dash panel 6 and the rear floor connecting plate, respectively. The longitudinal reinforcing plate 5 has a width along the second direction Y and a length along the third direction X, both sides in the width direction thereof are fixedly connected with the front floor 1, and both sides in the length direction thereof are fixedly connected with the front coaming 6 and the front floor 1 respectively; when the front end portion of the longitudinal reinforcing plate 5 has the triangular escape plate 55 and the rear end portion has the triangular first overlap plate 56, the length and width thereof mainly refer to the length and width of the portion of the longitudinal reinforcing plate 5 located between the two triangular structures.

Optionally, the aspect ratio of the front floor 1, the aspect ratio of the longitudinal reinforcing plate 5 and the aspect ratio of the middle through plate assembly 2 are respectively 0.18, 0.46 and 0.26, and the aim of avoiding frequency is achieved by setting different aspect ratios.

In some embodiments, with continued reference to fig. 11-15, the through plate 2 assembly includes a through plate 21. The middle through plate 21 comprises a main plate 211, two side plates 212 and two longitudinal beams 213, wherein the main plate 211 is provided with a first plate surface 2111 and a second plate surface 2112 which are arranged in a reverse manner along a first direction Z, the two side plates 212 are respectively positioned on two opposite sides of the main plate 211 along a second direction Y, one ends of the two side plates 212 are connected with the main plate 211, the other ends of the two side plates 212 extend towards the direction that the second plate surface 2112 deviates from the first plate surface 2111, the two side plates 212 are mutually far away along the second direction Y, namely, the two side plates 212 are obliquely arranged, and an obtuse angle is formed between the two side plates 212 and the main plate 211. The two stringers 213 are located on opposite sides of the main board 211 along the second direction Y, and each stringer 213 is connected to one end of the corresponding side board 212 away from the main board 211.

Each of the stringers 213 includes a first structural segment 2131 connected to an end of the side plate 212 remote from the main plate 211, a second structural segment 2132 connected to an end of the first structural segment 2131 remote from the side plate 212, and a third structural segment 2133 connected to an end of the second structural segment 2132 remote from the first structural segment 2131, the first structural segment 2131 and the third structural segment 2133 each extending in the second direction Y, the second structural segment 2132 being recessed toward the second deck 2112 away from the first deck 2111 to form a first recess 2134. For the first 2131, second 2132 and third 2133 structural segments, each having a length in the third direction X and each having a width in the second direction Y; for the third structural segment 2133, the first grooves 2134 thereof have a certain depth (height) in the first direction Z. In the first direction Z, the first 2131 and third 2133 structural segments are substantially flush with the same height and are each above the bottom of the first recess 2134.

The two side plates 212 of the middle through plate 21 are respectively located at two opposite sides of the main plate 211 along the second direction Y, each longitudinal beam 213 is respectively located at one side, away from the main plate 211, of the corresponding side plate 212 along the second direction Y, so that the middle through plate 21 is approximately symmetrical left and right along the second direction Y, and when the two front floors 1 are respectively located at two opposite sides of the middle through plate 21 along the second direction Y, the two longitudinal beams 213 can be better connected with the front floors 1 at the corresponding sides respectively, and the connection reliability between the middle through plate 21 and the two front floors 2 is improved.

Two front floors 1 may be located on opposite sides of the middle through plate 21, respectively, in the second direction Y, each front floor 1 being located on a side of each longitudinal beam 213 close to the first deck 2111, respectively, and each front floor 1 being able to connect the first 2131 and third 2133 structural section of each longitudinal beam 213. Specifically, the side of each front floor panel 1 remote from the threshold beam 9 in the second direction Y may be bonded to and welded to the first 2131 and third 2133 structural segments.

Optionally, the two stringers 213, the two side plates 212 and the main plate 211 are integrally formed to maximize the rigidity and mode of the lifting center pass plate 21 itself.

Second structural segment 2132 is recessed toward second deck 2112 away from first deck 2111 to form a first recess 2134, a width of second structural segment 2132 along second direction Y may be greater than or equal to 70mm and less than or equal to 90mm, and a depth of second structural segment 2132 along first direction Z may be greater than or equal to 40mm and less than or equal to 60mm. By way of example, the width of the second structural segment 2132 in the second direction Y may be 80mm and the depth of the second structural segment 2132 in the first direction Z50 mm to enable a greater rigidity and mode of the lifting through plate 21 itself while increasing the rigidity of the connection of each stringer 213 to each front floor 1.

Each second structural section 2132 comprises a first sub-section 2135, a second sub-section 2136 and a third sub-section 2137, one end of each first sub-section 2135 is respectively connected with one end of each first structural section 2131 far away from the side plate 212, and the other end of each first sub-section 2135 extends obliquely towards the second plate surface 2112 in a direction away from the first plate surface 2111 and far away from the main plate 211; one end of each second sub-segment 2136 is connected to one end of each first sub-segment 2135 far from the first structural segment 2131, and the other end of each second sub-segment 2136 extends along the second direction Y and far from the main board 211; one end of each third sub-segment 2137 is connected to one end of each second sub-segment 2136, which is far from the first sub-segment 2135, and the other end of each third sub-segment 2137 extends obliquely toward the direction of the second plate surface 2112, which is close to the first plate surface 2111 and far from the main plate 211. For each second structural segment 2132, the first sub-segment 2135 and the third sub-segment 2137 thereof are each disposed obliquely to the second sub-segment 2136, and the pitches of the first sub-segment 2135 and the third sub-segment 2137 gradually increase from bottom to top along the first direction Z. The first and third sub-segments 2135 and 2137 correspond to the groove walls of the first groove 2134, and the second sub-segment 2136 corresponds to the groove bottom of the first groove 2134, such that the first groove 2134 is substantially trapezoidal.

Through the above design, the middle through plate 21 may generally include a four-stage step structure, specifically, the main plate 211 of the middle through plate 21 forms a first step, the first structural section 2131 forms a second step, the second sub-section 2136 of the second structural section 2132 forms a third step and the third structural section 2133 forms a fourth step, where the first step, the second step and the third step are sequentially arranged along the direction from the first plate surface 2111 to the second plate surface 2112, and exhibit a descending trend, so as to be capable of forming a complete longitudinal beam 213, and the fourth step, compared with the third step, is arranged along the direction from the second plate surface 2112 to the first plate surface 2111, exhibits an ascending trend, so that the fourth step of two longitudinal beams 213 is connected to the front floor 1 on the corresponding side respectively, that is, the two third structural sections 2133 are connected to the two front floor 1 respectively. Meanwhile, the design of the step structure improves the bending rigidity and the integral torsional rigidity of the middle through plate 21 in the first direction Z, and can effectively avoid

The excitation frequency of the face, powertrain and driveline reduces the 5 vibration sensitivity of the center pass plate 21 and thus the front floor assembly 100.

Further, along the second direction Y, the ratio of the width of the main panel 211, the sum of the widths of the side panels 212 and the first structure segments 2131 to which they are connected, the width of the second structure segments 2132 and the width of the third structure segments 2133 may be approximately 11:4:4:1, which is designed to optimize the rigidity and strength of the middle pass panel 21,

And prevents resonance problems between metal plates of the main plate 211, the side plates 212, the first 0 structural section 2131, the second structural section 2132, the third structural section 2133, and the like on the premise of ensuring the rigidity and strength of the middle through plate 21.

By way of example, the width of main plate 211 may be approximately 216mm, the sum of the width of side plate 212 and the first structural segment 2131 to which it is connected may be approximately 85mm, the width of second structural segment 2132 may be 80mm, and the width of third structural segment 2133 may be 20mm.

Further, the second structural segment 2132 is generally in the shape of an isosceles trapezoid, with a larger width at its upper portion and a smaller width at its lower portion 5. By providing the second structural section 2132 in the shape of a trapezoid, the middle through plate 21 can play a better bearing and supporting role when being connected with the two front floors 1, and the connection reliability of the middle through plate 21 and the two front floors 1 is improved.

In some embodiments, the main board 211 of the middle through board 21 may be provided with a plurality of reinforcing structures 2117,

the design and arrangement of the reinforcing structures 2117 on the main board 211 can improve the surface rigidity of the main board 211, and can provide effective welding carriers for parts such as the auxiliary instrument mounting bracket, the reinforcing members in the up-down direction and the like.

Reinforcing structures 2117 may include rib structures and boss structures of different shapes and/or sizes. For the middle through plate 21, a rectangular boss structure, a triangular boss structure and a rectangular boss structure with a length of about 318mm are sequentially arranged on the outer side of the main plate 211 near the longitudinal beam 213 along the third direction X

A 226mm rectangular boss structure, a rectangular boss structure with a length of about 70mm, an elliptical boss structure with a length of about 24mm5, etc.; along the length direction of the middle through plate 21, the middle part of the main plate 211 is sequentially provided with a rectangular boss structure with the length of about 80mm, a three-dimensional triangular prism boss structure, a round boss structure with the radius of about 35mm, two bent longitudinal reinforcing rib structures, a round boss structure with the radius of about 37mm and the like from front to back. Wherein, a rectangular boss structure with the length of about 318mm can be used for welding the auxiliary instrument mounting bracket; a rectangular boss structure of about 226mm in length may be used for welding with the stiffener; the three-dimensional triangular prism boss structure may be provided with projection weld nuts for mounting other components.

The two bent longitudinal reinforcing ribs may be defined as two first reinforcing ribs 2113, the two first reinforcing ribs 2113 are disposed at intervals along the second direction Y, each first reinforcing rib 2113 includes a first sub-reinforcing rib 2114, a second sub-reinforcing rib 2115 and a third sub-reinforcing rib 2116 sequentially connected from front to back along the length direction of the middle through plate 21, the two first sub-reinforcing ribs 2114 are substantially linear and parallel, the two third sub-reinforcing ribs 2116 are substantially linear and parallel, and the two second sub-reinforcing ribs 2115 may be bent in a direction away from each other. The two first reinforcing ribs 2113 are not in a straight line design, but are bent outwards at the second sub-reinforcing ribs 2115, so that the reinforcing area of the main plate 211 can be increased, gaps between the triangular boss structure and the rectangular boss structure at the rear are filled, and the problem of insufficient reinforcing rigidity caused by overlong length of the straight line type reinforcing ribs can be avoided.

Further, for the second structural segment 2132, more than one first fuel line fixing hole may be provided on the first sub-segment 2135 thereof. The second sub-segment 2136 may have second fuel line securing holes, weep holes, locating vias, welding vias, and the like. More than one high voltage line securing apertures may be provided on the third sub-segment 2137.

Further, for the stringers 213, the first structural section 2131 thereof is provided with a second reinforcing rib 214, the second reinforcing rib 214 extending in the third direction X, the second reinforcing rib 214 being located at an end of the first structural section 2131 adjacent to the side panel 212. The first reinforcing ribs 214 extending in the third direction X are provided at the end of the first structural section 2131 adjacent to the side plate 212, so that the structural strength of the first structural section 2131 and the strength of the transition portion between the first structural section 2131 and the side plate 212 can be improved.

In some embodiments, the mid-pass plate assembly 2 further comprises a plurality of stiffening plates, wherein one or more stiffening plates are disposed above the mid-pass plate 21 and one or more stiffening plates are disposed below the mid-pass plate 21. Generally, a plurality of reinforcing plates are provided below the center pass plate 21 due to the fact that the lower side of the center pass plate 21 is closer to the road surface, the powertrain, and the drive train excitation.

Optionally, the plurality of reinforcing plates of the middle pass plate assembly 2 includes a first reinforcing plate 22, a second reinforcing plate 23, a third reinforcing plate 24, and a fourth reinforcing plate 25. The first reinforcing plate 22 is disposed above the center pass plate 21. The second reinforcing plate 23, the third reinforcing plate 24 and the third reinforcing plate 25 are all arranged below the middle through plate 21, and the second reinforcing plate 23, the third reinforcing plate 24, the first reinforcing plate 22 and the fourth reinforcing plate 25 are sequentially and alternately distributed from front to back along the third direction X. The first reinforcing plate 22, the second reinforcing plate 23, the third reinforcing plate 24 and the fourth reinforcing plate 25 can respectively reinforce different parts of the middle through plate 21, which is beneficial to reducing the vibration of each part of the middle through plate assembly 2. In addition, since the lower side of the center pass plate 21 is closer to the road surface, the powertrain, and the excitation of the transmission system, the arrangement of three reinforcing plates below the center pass plate 21 can advantageously reduce the vibration sensitivity of the center pass plate 21.

The middle through plate assembly 2 can move in multiple degrees of freedom during vibration, and the first reinforcing plate 22 can be used for lifting the first-order modal frequency of the middle through plate assembly 2, so that the vibration amplitude of the middle through plate assembly 2 along a preset degree of freedom direction is reduced. The second reinforcing plate 23, the third reinforcing plate 24 and the fourth reinforcing plate 25 can be used for raising the second-order modal frequency of the middle through plate assembly 2, so as to reduce the vibration amplitude of the middle through plate assembly 2 in the direction of another preset degree of freedom.

Further, for the middle through plate 21, in the third direction X, the first reinforcing plate 22 is located at one half of the middle through plate 21, the third reinforcing plate 24 is located at one third of the middle through plate 21, the fourth reinforcing plate 25 is located at two thirds of the middle through plate 21, and the second reinforcing plate 23 is located in front of the third reinforcing plate 24 and near the front end portion of the middle through plate 21. Through the arrangement, the first-order modal frequency and the second-order modal frequency of the middle through plate assembly 2 can be improved, so that the middle through plate assembly 2 can effectively avoid external excitation frequency, and the effect of avoiding frequency is achieved.

At least one of the second reinforcing plate 23, the third reinforcing plate 24, and the fourth reinforcing plate 25 may be connected with the first structural segment 2131 to provide a welding carrier for the second reinforcing plate 23, the third reinforcing plate 24, and the fourth reinforcing plate 25 through the first structural segment 2131. At least one of the second reinforcing plate 23, the third reinforcing plate 24 and the fourth reinforcing plate 25 is further connected to the middle through plate 21 to improve connection reliability of the second reinforcing plate 23, the third reinforcing plate 24 and the fourth reinforcing plate 25 and the middle through plate assembly 2.

Further, a second groove 2138 is provided at the junction of the first 2131 and second 2132 structural segments to increase the structural strength of the junction of the first 2131 and second 2132 structural segments. Wherein the second recess 2138 may be substantially in the form of an arcuate slot having a cross-section that tapers from top to bottom in the first direction Z. Alternatively, a through hole or the like penetrating the side member 213 may be provided in the bottom wall of the at least one second groove 2138, which is not limited.

Further, at least one of the first reinforcing plate 22, the second reinforcing plate 23, the third reinforcing plate 24 and the fourth reinforcing plate 25 arches in a direction away from the middle through plate 21 to form a cavity with the middle through plate 11. The cavity can store and release stress in the vehicle body torsion process, so that fatigue durability is prevented from being attenuated due to stress concentration, and the service life of the middle through plate assembly 2 is prolonged.

Further, the second reinforcing plate 23 includes a main reinforcing member 231 and a secondary reinforcing member 232, the main reinforcing member 231 includes a connecting portion 2311 and a main portion 2312, the connecting portion 2311 is connected to the periphery of the main portion 2312, the connecting portion 2311 has a connecting surface 2313 and a back surface 2314 opposite to each other along the first direction Z, wherein the connecting surface 2313 may be used for connecting with the longitudinal beam 2131 of the middle through plate 21, the main portion 2312 may bulge away from the middle through plate 21 relative to the connecting portion 2311, so that a cavity is formed between the main reinforcing member 231 and the middle through plate 21, storing and releasing stress during torsion of the vehicle body is realized, fatigue durability is prevented from being attenuated due to stress concentration, and bearing and supporting effects of the middle through plate 11 by the main reinforcing member 231 are enhanced.

One end of the sub-stiffener 232 is connected to the connection portion 2311, and the other end of the sub-stiffener 232 extends in a direction away from the main stiffener 231 and perpendicular to the first direction Z. The second reinforcement 23 is designed to include the main reinforcement 231 and the secondary reinforcement 232, and has higher rigidity and strength than those of the common reinforcement, and has a larger connection area with the middle through plate 21, so that the connection rigidity of the two can be improved, and the rigidity and the mode of the middle through plate assembly 2 can be further improved. The second reinforcing plate 23 is disposed at the front end of the bottom surface of the middle through plate 21, which is approximately at the connection position of the middle through plate assembly 2 and the front coaming 6, so that the second reinforcing plate 23 is designed to include the main reinforcing member 231 and the secondary reinforcing member 232, so that the vibration phenomenon of the front floor 1 can be reduced more effectively, and the experience comfort of drivers and passengers can be improved.

The second reinforcement plate 23 may include a plurality of secondary reinforcements 232, the plurality of secondary reinforcements 232 being spaced apart along the second direction Y to increase the structural rigidity and modal frequencies of the mid-pass plate assembly 2. The second reinforcement plate 23 includes two sub-reinforcements 232, and the two sub-reinforcements 232 are located on the same side of the main reinforcement 231, so that the second reinforcement plate 23 is substantially pi-shaped, for example. The sub-stiffener 232 may be provided at a side of the main stiffener 231 adjacent to the third stiffener 24 and extend along the length direction X of the middle pass-through plate 21.

The secondary reinforcement 232 is located at the junction between the main plate 211 and the side plate 212 of the middle through plate 21, and each portion of the secondary reinforcement 232 is arched in a direction close to the junction between the main plate 211 and the side plate 212 along the extending direction of the secondary reinforcement 232. In this way, the contact area between the secondary reinforcement 232 and the middle through plate 21 can be increased, the connection strength of the secondary reinforcement 232 and the middle through plate 21 is improved, and the second reinforcement plate 23 can better support the main plate 211 and the side plate 212, so that stress transmission is facilitated.

The cross section of each portion of the secondary reinforcement 232 in the second plane may be substantially circular arc, the second plane is perpendicular to the third direction X, and the shape of the secondary reinforcement 232 is not limited thereto.

Optionally, at least one third stiffener 2321 is provided on the secondary stiffener 232, where the third stiffener 2321 extends along the second direction Y to increase the structural rigidity of the secondary stiffener 232 by the third stiffener 2321. When the secondary reinforcement 232 is provided with a plurality of third reinforcing ribs 2321, the plurality of third reinforcing ribs 2321 may be distributed at intervals along the third direction X, so as to strengthen structural rigidity of each portion of the secondary reinforcement 232.

Optionally, the main body portion 2312 includes a first structure portion 2315 and a second structure portion 2316, wherein a projection of the first structure portion 2315 in a first plane is located inside a projection of the connection portion 2311 in the first plane, and the projection of the first structure portion 2315 in the first plane is spaced from the projection of the connection portion 2311 in the first plane, and the first structure portion 2315 is close to the first board surface 2112 of the main board 211 of the middle board 21, and the first plane is perpendicular to the first direction Z; the second structure portion 2316 is disposed at the periphery of the first structure portion 2315, one end of the second structure portion 2316 is connected to the first structure portion 2315, the other end of the second structure portion 2316 extends toward the first plate surface 2111 of the main plate 211 and approaches the second plate surface 2112 and is connected to the connection portion 2311, the second structure portion 2316 is disposed obliquely with respect to the main plate 211 of the middle through plate 21, the width of the main body portion 2312 near the main plate 211 is large, the width of the main body portion 2312 far from the main plate 211 is small, and the main body portion 2312 is approximately in an inverted trapezoid shape.

Alternatively, the middle portion of the first structure portion 2315 is bulged downward in the first direction Z to form a boss structure, so that it is possible to reinforce the surface rigidity of the bulged main body portion 2312 and to form a cavity between the middle portion of the first structure portion 2315 and the main plate 211. The boss structure formed in the middle of the first structure portion 2315 may have a substantially diamond shape, which is not limited.

Optionally, a lightening hole 2319 is provided in the middle of the first structure portion 2315, and the lightening hole 2319 may be designed to reduce the quality of the vehicle body to some extent. The weight-reducing hole 2319 may be a substantially circular hole or the like, which is not limited thereto.

A vehicle includes a vehicle body and a front floor reinforcing structure 100, the front floor reinforcing structure 100 being mountable at a front portion of the vehicle body. The type and size of the vehicle are not particularly limited in the present utility model, for example, a car, bus, booster car, cargo car or trailer.

The foregoing description is only of the preferred embodiments of the present utility model and is not intended to limit the scope of the utility model, and all equivalent structural changes made by the specification and drawings of the present utility model or direct/indirect application in other related technical fields are included in the scope of the present utility model.

Claims (10)

1. A front floor assembly, comprising:

a front floor having a first top surface and a first bottom surface disposed opposite in a first direction;

the first front seat mounting cross beam extends along the second direction and is arranged on the first top surface; the method comprises the steps of,

the vertical reinforcing plate is arranged, the vertical reinforcing plate extends along a third direction, is arranged on the first top surface, is perpendicular to each other in the first direction, the second direction and the third direction, and comprises a first reinforcing plate attached to a front coaming of a vehicle and a second reinforcing plate attached to a front floor, the first reinforcing plate is connected with the front coaming, and the second reinforcing plate is fixed to a mounting beam of a first front seat.

2. The front floor assembly of claim 1, wherein the front floor assembly further comprises:

the cabin longitudinal beam rear section extends along the third direction and is arranged on the first bottom surface;

the front floor longitudinal beam extends along the third direction and is arranged on the first bottom surface, and the front floor longitudinal beam is fixed with the rear section of the cabin longitudinal beam; and, in addition, the method comprises the steps of,

The first reinforcing plate is fixed with the rear section of the cabin longitudinal beam through the front coaming, and the second reinforcing plate is fixed with the front floor longitudinal beam through the front floor.

3. The front floor assembly of claim 2, wherein the front floor assembly comprises,

the first reinforcing plate, the front coaming and the rear section of the cabin longitudinal beam form a three-layer welding structure with welding points; and/or the number of the groups of groups,

the second reinforcing plate, the front floor and the front floor longitudinal beam form a three-layer welding structure with welding points; and/or the number of the groups of groups,

the second reinforcing plate, the front floor and the first front seat mounting cross beam form a three-layer welding structure with welding points.

4. A front floor assembly as claimed in claim 3, wherein the longitudinal reinforcement panel has two first edges disposed opposite each other in the second direction, the first edges extending in the third direction, the first edges being provided with a plurality of depending sections and a plurality of abutment sections spaced apart in the third direction, the depending sections having a gap with the dash panel or the front floor, the abutment sections being in abutment with the dash panel or the front floor.

5. The front floor assembly of claim 3, wherein the rear end of the longitudinal reinforcement plate has a first lap plate, the first front seat mounting cross member is correspondingly provided with a second lap plate, the first lap plate is attached to the second lap plate, and the first lap plate, the second lap plate and the front floor rail form a three-layer welded structure.

6. The front floor assembly of claim 5, wherein the front floor assembly comprises,

the front end part of the first reinforcing plate is provided with a triangular avoiding plate; and/or the number of the groups of groups,

the first lapping plate of the longitudinal reinforcing plate is triangular.

7. The front floor assembly of claim 2, wherein the front floor rail includes a front floor rail front section and a front floor rail rear section, a front end of the front floor rail being secured to the cabin rail rear section, a front end of the front floor rail rear section being secured to a rear end of the front floor rail front section.

8. The front floor assembly of claim 2, further comprising a center pass plate, wherein the front floor, the cabin rail rear section, and the front floor rail are each two, and wherein the center pass plate is positioned between the two front floors, between the two cabin rail rear sections, and between the two front floor rails.

9. The front floor assembly of claim 8, wherein the center pass plate comprises,

the main board is provided with a first board surface and a second board surface which are oppositely arranged along the first direction;

the two side plates are respectively positioned at two opposite sides of the main board along the second direction, one ends of the two side plates are connected with the main board, the other ends of the two side plates extend towards the direction of the second board away from the first board, and the two side plates are mutually far away along the second direction;

the two longitudinal beams are respectively located on one side, away from the main board, of the corresponding side plate along the second direction, each longitudinal beam is respectively connected with each side plate, each longitudinal beam comprises a first structural section connected with one end, away from the main board, of the side plate, a second structural section connected with one end, away from the side plate, of the first structural section, and a third structural section connected with one end, away from the first structural section, of the second structural section, the first structural section and the third structural section are respectively located along the second direction and away from the main board, the second structural section is recessed towards the direction, away from the first board, of the second structural section to form a groove, and the edge of the front floor is fixedly attached to the first structural section and the second structural section.

10. A vehicle comprising a front floor assembly as claimed in any one of claims 1 to 9.