WO2023109539A1 - 汽车及其后地板骨架总成 - Google Patents

汽车及其后地板骨架总成 Download PDF

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Publication number
WO2023109539A1
WO2023109539A1 PCT/CN2022/136447 CN2022136447W WO2023109539A1 WO 2023109539 A1 WO2023109539 A1 WO 2023109539A1 CN 2022136447 W CN2022136447 W CN 2022136447W WO 2023109539 A1 WO2023109539 A1 WO 2023109539A1
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Prior art keywords
longitudinal beam
reinforcement structure
reinforcement
beam structure
floor frame
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PCT/CN2022/136447
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English (en)
French (fr)
Inventor
陈劲松
郑望
于铁丰
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蔚来汽车科技(安徽)有限公司
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Publication of WO2023109539A1 publication Critical patent/WO2023109539A1/zh

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D25/00—Superstructure or monocoque structure sub-units; Parts or details thereof not otherwise provided for
    • B62D25/20—Floors or bottom sub-units
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D25/00—Superstructure or monocoque structure sub-units; Parts or details thereof not otherwise provided for
    • B62D25/20—Floors or bottom sub-units
    • B62D25/2009—Floors or bottom sub-units in connection with other superstructure subunits
    • B62D25/2027—Floors or bottom sub-units in connection with other superstructure subunits the subunits being rear structures

Definitions

  • the invention relates to the technical field of automobiles, and specifically provides an automobile and its rear floor frame assembly.
  • the rear floor of the car is an important part of the car body. It together with the front floor constitutes the floor structure of the car.
  • the rear floor of the car generally includes the rear floor frame assembly, the rear floor panel As a load-bearing structure that carries the rear seat and trunk of the car, it has very high requirements for torsional rigidity, strength and durability, and also plays a vital role in the rear collision of the car.
  • the left and right sides of the automobile frame assembly each pass a longitudinal beam structure to undertake the transmission of the structural force during a rear collision, so the rear energy-absorbing structure connected to it is usually longer to ensure the energy-absorbing effect, but this method Will increase the length of the vehicle.
  • the rear energy-absorbing structure can only be shortened, which leads to the inability of the existing automobile rear floor frame assembly Meet the high and low speed (80km/h, RCAR) collision requirements of the rear of the car, but cannot guarantee the safety of occupants under high-speed collisions, and cannot meet the economics of collision repairs at low speeds, and the strength, durability and torsional rigidity of the car frame assembly also need to be further improved .
  • the present invention aims to solve the above technical problems, that is, to solve the problem that the existing automobile rear floor frame assembly cannot meet the rear high and low speed collision requirements of the automobile and the strength, durability and torsional rigidity still need to be improved.
  • the present invention provides a rear floor frame assembly of an automobile, the rear floor frame assembly includes a left longitudinal beam structure, a right longitudinal beam structure, a front crossbeam, a middle crossbeam, a rear crossbeam, and a middle left longitudinal beam structure and the middle right longitudinal beam structure, the two ends of the front cross beam are respectively connected with the front end of the left longitudinal beam structure and the front end of the right longitudinal beam structure, and the two ends of the middle cross beam are respectively connected with the left longitudinal beam structure
  • the middle part of the rear cross beam is connected with the middle part of the right longitudinal beam structure, and the two ends of the rear cross beam are respectively connected with the rear end of the left longitudinal beam structure and the rear end of the right longitudinal beam structure,
  • Both the middle left longitudinal beam structure and the middle right longitudinal beam structure are connected between the front cross beam and the middle cross beam, and the middle left longitudinal beam structure gradually extends to the right along the direction from back to front and
  • the rear end of the middle left longitudinal beam structure is set close to the intersection of the middle cross beam and the left longitudinal beam structure so that the left longitudinal beam structure and the middle left longitudinal beam structure together form a left Y-shaped force transmission structure
  • the middle right longitudinal beam structure is gradually extended to the left along the direction from back to front
  • the rear end of the middle right longitudinal beam structure is arranged close to the intersection of the middle cross beam and the right longitudinal beam structure so that the The right longitudinal beam structure and the middle right longitudinal beam structure together form a right Y-shaped force transmission structure
  • first left reinforcing structure and a second left reinforcing structure extending upward and arranged side by side are provided.
  • right longitudinal beam structure The intersection of the right longitudinal beam structure and the middle beam is provided with a first right reinforcement structure and a second right reinforcement structure extending upwards and arranged side by side, and the first left reinforcement structure and the second left reinforcement structure are both It is connected with the left rear wheel housing assembly of the automobile, and both the first right reinforcement structure and the second right reinforcement structure are connected with the right rear wheel housing assembly of the automobile.
  • the two ends of the front beam are integrally arranged with the front end of the left longitudinal beam structure and the front end of the right longitudinal beam structure respectively, and the two ends of the middle beam are respectively It is integrated with the middle part of the left longitudinal beam structure and the middle part of the right longitudinal beam structure, and the two ends of the rear cross beam are respectively integrated with the rear end of the left longitudinal beam structure and the rear end of the right longitudinal beam structure set up,
  • the front end of the middle left longitudinal beam structure and the front end of the middle right longitudinal beam structure are integrally arranged with the front beam, and the rear end of the middle left longitudinal beam structure and the rear end of the middle right longitudinal beam structure are both It is set integrally with the middle beam.
  • the front cross beam includes a connected left front cross beam and a right front cross beam
  • the middle cross beam includes a connected left middle cross beam and a right middle cross beam
  • the rear cross beam includes a connected left rear cross beam.
  • the left longitudinal beam structure, the left front cross beam, the left middle cross beam, the left rear cross beam and the middle left side beam structure together form an integral left rear floor frame
  • the right longitudinal beam structure, the right front cross beam, the right middle cross beam, the right rear cross beam and the middle right longitudinal beam structure together constitute an integrally arranged right rear floor frame.
  • both the left rear floor frame and the right rear floor frame are high-pressure cast aluminum frames.
  • the first left reinforcement structure and the second left reinforcement structure are integrally arranged with the left longitudinal beam structure, and the first left reinforcement structure and the second left reinforcement structure
  • the two left reinforced structures are set in one piece
  • Both the first right reinforcement structure and the second right reinforcement structure are integrally arranged with the right longitudinal beam structure, and the first right reinforcement structure and the second right reinforcement structure are integrally arranged.
  • the first left reinforcement structure is located at the junction of the left longitudinal beam structure and the middle beam
  • the second left reinforcement structure is located at the intersection of the first left reinforcement structure the rear side of the structure
  • the second left reinforcement structure is connected with the left rear shock absorber of the car
  • the first right reinforcement structure is located at the intersection of the right longitudinal beam structure and the middle beam
  • the second right reinforcement structure is located at the rear side of the first right reinforcement structure
  • the second right reinforcement structure is connected to the The car's right rear shock absorber is connected.
  • the left longitudinal beam structure is formed with a longitudinally arranged first passage, and a longitudinally arranged first main rib is formed in the first passage, and the first The main reinforcing rib extends to the upper wall and the lower wall of the first passage respectively to provide a plurality of first sub-reinforcing ribs, and the angles of all the first sub-reinforcing ribs are not completely the same,
  • the right longitudinal beam structure is formed with a second channel arranged longitudinally, and a second main reinforcing rib is formed longitudinally in the second channel, and the second main reinforcing rib extends toward the upper wall of the second channel And the lower wall is respectively extended with a plurality of second sub-reinforcing ribs, and the angles of all the second sub-reinforcing ribs are not completely the same.
  • the present invention also provides an automobile, which includes the above-mentioned rear floor frame assembly,
  • the left rear wheelhouse assembly includes a left rear wheelhouse, a first left rear wheelhouse reinforcement structure and a second left rear wheelhouse reinforcement structure, the first left rear wheelhouse reinforcement structure and the second left rear wheelhouse reinforcement structure
  • the cover reinforcement structures are all arranged on the left rear wheel house, the first left reinforcement structure is connected with the first left rear wheel house reinforcement structure, the second left reinforcement structure is connected with the second left rear wheel house Strengthen structural connections,
  • the right rear wheelhouse assembly includes a right rear wheelhouse, a first right rear wheelhouse reinforcement structure and a second right rear wheelhouse reinforcement structure, the first right rear wheelhouse reinforcement structure and the second right rear wheelhouse reinforcement structure
  • the cover reinforcement structures are all arranged on the right rear wheel house, the first right reinforcement structure is connected with the first right rear wheel house reinforcement structure, the second right reinforcement structure is connected with the second right rear wheel house Strengthen structural connections.
  • the first left reinforcement structure is a channel structure with a cavity, and a part of the first left rear wheelhouse reinforcement structure is arranged in the cavity of the first left reinforcement structure,
  • the second left reinforcement structure is a channel structure with a cavity, a part of the second left rear wheelhouse reinforcement structure is arranged in the cavity of the second left reinforcement structure,
  • the first right reinforcement structure is a channel structure with a cavity, a part of the first right rear wheelhouse reinforcement structure is arranged in the cavity of the first right reinforcement structure,
  • the second right reinforcement structure is a channel structure having a cavity, and a part of the second right rear wheelhouse reinforcement structure is disposed in the cavity of the second right reinforcement structure.
  • the first left rear wheelhouse reinforcement structure is a channel structure with a cavity
  • the second left rear wheelhouse reinforcement structure is a channel structure with a cavity
  • the first right rear wheelhouse reinforcement structure is a channel structure with a cavity
  • the second right rear wheelhouse reinforcement structure is a channel structure with a cavity.
  • the automobile rear floor frame assembly of the present invention can use the left Y-shaped force transmission structure formed jointly by the left longitudinal beam structure and the middle left longitudinal beam structure, as well as the right longitudinal beam structure and the middle right longitudinal beam structure
  • the right Y-shaped force transmission structure formed together can improve the energy absorption effect, effectively share the rear collision force of the car, solve the problem of short rear energy absorption structure caused by long wheelbase and short rear overhang of the car, and then solve the rear high and low speed of the car.
  • the collision problem can effectively protect the safety of personnel during the high-speed collision of the car, and can ensure that the rear floor frame will not be damaged during the low-speed collision, so that maintenance is not required and the economy is improved.
  • first left reinforcement structure and second left reinforcement structure On the left longitudinal beam structure, there are first left reinforcement structure and second left reinforcement structure arranged side by side, on the right longitudinal beam structure, there are first right reinforcement structure and second right reinforcement structure arranged side by side, and the left reinforcement structure and The reinforced structure on the right can be used as the installation point of the rear shock absorber of the car, thereby improving the strength and durability of the car, and the reinforced structures arranged side by side can also improve the torsional performance of the car.
  • the structure of the car body By arranging the structure to improve the high and low speed collision performance, strength durability and torsion performance of the car on the rear floor frame of the car, the structure of the car body can be greatly simplified, so as to meet the space layout requirements of the car and increase a part of car backup.
  • the space of the box meets the requirements of users and improves user experience.
  • the automobile rear floor frame assembly adopts a high-pressure cast aluminum frame to realize the lightweight of the car, and the left rear floor frame and the right rear floor frame are both integrated to reduce the number of parts, so that the integration of the rear floor frame assembly The degree is higher, the number of mold developments is reduced, the complexity of the process is reduced, and the efficiency of manufacturing is improved.
  • integral arrangement of the first left reinforcement structure and the second left reinforcement structure and the integral arrangement of the first right reinforcement structure and the second right reinforcement structure can further improve the strength, durability and torsion performance of the automobile.
  • the first left longitudinal beam structure has a first channel, and there are reinforcement structures in different directions formed by the main reinforcing rib and the sub reinforcing rib in the first channel
  • the first right longitudinal beam structure has a second channel
  • the first channel There are reinforcement structures in different directions formed by main ribs and sub-ribs in the second channel, thereby improving the strength and rigidity of the first left longitudinal beam structure and the first right longitudinal beam structure.
  • the ribs are designed in continuity to ensure The stability of the force transmission path ensures the stability and strength of the vehicle collision safety structure.
  • the automobile adopts the above-mentioned rear floor frame assembly, which can have the above-mentioned technical effect, and the first left reinforcement structure is connected with the first left rear wheelhouse reinforcement structure, and the second left reinforcement structure is connected with the second left rear wheelhouse reinforcement structure.
  • Reinforcement structure connection the first right reinforcement structure is connected with the first right rear wheelhouse reinforcement structure, the second right reinforcement structure is connected with the second right rear wheelhouse reinforcement structure, which can realize the automobile rear floor assembly and the wheelhouse together to improve the strength of the car Durability and torsional performance.
  • first left reinforcement structure, the first left rear wheelhouse reinforcement structure, the second left reinforcement structure, the second left rear wheelhouse reinforcement structure, the first right reinforcement structure, the first right rear wheelhouse reinforcement structure, the second Both the right reinforcement structure and the second right rear wheelhouse reinforcement structure adopt a channel structure with a cavity, which can further greatly increase the torsional rigidity of the vehicle and improve the torsional performance of the vehicle.
  • Fig. 1 is the partial structural representation of the vehicle body and chassis structure of electric automobile of the present invention
  • Fig. 2 is a schematic structural view of the rear floor frame assembly of the electric vehicle of the present invention
  • Fig. 3 is a diagram of the force transmission path of the rear floor frame assembly of the electric vehicle of the present invention when a rear collision occurs;
  • Fig. 4 is the structural representation of the left rear wheel housing assembly of electric vehicle of the present invention.
  • Fig. 5 is the schematic structural view of the right rear wheel housing assembly of the electric vehicle of the present invention.
  • Fig. 6 is a force transmission path diagram at the rear shock absorber of the electric vehicle of the present invention.
  • Fig. 7 is a structural schematic diagram of the left longitudinal beam structure of the rear floor frame assembly of the electric vehicle of the present invention.
  • Fig. 8 is a structural schematic diagram of the right longitudinal beam structure of the rear floor frame assembly of the electric vehicle according to the present invention.
  • Left rear wheelhouse assembly 121. Left rear wheelhouse; 122. First left rear wheelhouse reinforcement structure; 122a. Cavity of first left rear wheelhouse reinforcement structure; 123. Second left rear wheelhouse reinforcement Structure; 123a, the cavity of the second left rear wheelhouse reinforcement structure;
  • Right rear wheel house assembly 131. Right rear wheel house; 132. First right rear wheel house reinforcement structure; 132a. Cavity of first right rear wheel house reinforcement structure; 133. Second right rear wheel house reinforcement Structure; 133a, the cavity of the second right rear wheelhouse reinforcement structure;
  • the present invention provides an electric vehicle And the rear floor frame assembly, aiming to solve the problem of short rear energy-absorbing structure caused by the long wheelbase and short rear overhang of the car, and then solve the problem of high-speed and low-speed rear collisions of the car, and effectively protect the rear of the car during high-speed collisions.
  • Personnel safety ensure that the rear floor frame will not be damaged during low-speed collisions, and do not require maintenance, and improve the strength, durability and torsional performance of the car, simplify the body structure, increase the space in the trunk of the car, meet user requirements, and improve user experience .
  • the terms “upper”, “lower”, “left”, “right”, “front”, “rear”, “inner”, “outer”, etc. indicate directions or positional relationships The term is based on the direction or positional relationship shown in the drawings, which is only for the convenience of description, and does not indicate or imply that the device or component must have a specific orientation or must be constructed and operated in a specific orientation, so it cannot be understood as Limitations on the Invention.
  • the terms “first” and “second” are only used for descriptive purposes, and should not be understood as indicating or implying relative importance.
  • X-axis corresponds to the front and rear direction (also can be called longitudinal direction) of automobile
  • Y-axis corresponds to In the left-right direction of the car (also called horizontal)
  • the Z-axis corresponds to the up-down direction of the car (that is, the height direction, also called vertical or vertical direction), specifically, the positive axis of the X-axis points to the rear of the car
  • the negative axis of the X-axis points to the front of the car
  • the positive axis of the Y-axis points to the right of the driver, which is also the right side of the car
  • the negative axis of the Y-axis points to the left of the driver, which is also the left side of the car
  • the positive axis of the Z-axis points to the driver's left, which is also the left side of
  • the electric vehicle of the present invention comprises a rear floor frame assembly, a left rear wheel housing assembly 12, a right rear wheel housing assembly 13, a subframe 14, a power battery (not shown) and a high voltage Power distribution box 15,
  • the left rear wheel cover assembly 12 is connected to the left side of the rear floor frame assembly
  • the right rear wheel cover assembly 13 is connected to the right side of the rear floor frame assembly
  • the subframe 14 is connected to the rear floor frame assembly Below the assembly
  • the power battery is electrically connected to the high-voltage distribution box 15
  • the power battery is connected to the rear floor frame assembly.
  • the rear floor frame assembly includes a left longitudinal beam structure 1, a right longitudinal beam structure 2, a front beam 3, a middle beam 4, a rear beam 5, a middle left side beam structure 6 and a middle right side beam structure 7.
  • Both ends of the front beam 3 are respectively connected to the front end of the left longitudinal beam structure 1 and the front end of the right longitudinal beam structure 2
  • the two ends of the middle beam 4 are respectively connected to the middle part of the left longitudinal beam structure 1 and the middle part of the right longitudinal beam structure 2 connection
  • the two ends of the rear beam 5 are respectively connected to the rear end of the left longitudinal beam structure 1 and the rear end of the right longitudinal beam structure 2
  • the middle left longitudinal beam structure 6 and the middle right longitudinal beam structure 7 are connected to the front beam 3 and the middle
  • the middle left longitudinal beam structure 6 is gradually extended to the right along the direction from back to front
  • the rear end of the middle left longitudinal beam structure 6 is set close to the intersection of the middle crossbeam 4 and the left longitudinal beam structure 1 so that the left
  • the collision force first passes through the left longitudinal Beam structure 1, and then after passing through the boundary of the middle beam 4, the collision force is divided into two paths, one path continues to pass through the left longitudinal beam structure 1, and the other path passes through the middle left longitudinal beam structure 6, so as to realize force sharing, and then the floor skeleton
  • the collision force first passes through the right longitudinal beam structure 2, and then passes through the boundary of the middle beam 4, the collision force is divided into two paths, one path continues to pass through the right longitudinal beam structure 2, and the other path passes through the middle right longitudinal beam structure 7, so as to realize force sharing (direction of the arrow shown in Figure 3).
  • each of the left and right sides uses a longitudinal beam structure to undertake the transmission of the collision force during the rear collision
  • the rear floor frame assembly of the present invention can finally divide the collision force that the rear energy-absorbing box cannot absorb into four ways to carry out Sharing, effectively sharing the rear impact, ensuring the safety of passengers and power batteries.
  • the middle left longitudinal beam structure 6 and the middle right longitudinal beam structure 7 jointly provide a part of the installation points of the power battery, thereby facilitating the installation and fixing of the power battery.
  • the middle left longitudinal beam structure 6, the middle right longitudinal beam structure 7, and the front cross beam 3 and the middle beam 4 together form a "mouth"-shaped structure, thereby realizing the protection of the high-voltage distribution box 15.
  • the middle left side beam structure 6 is gradually extended to the right along the direction from back to front
  • the projection of the middle left side beam structure 6 on the XY plane is along the direction from back to front
  • the direction is gradually extended to the right, and in the direction of the Z axis, the height of the middle left longitudinal beam structure 6 along the negative axis of the X axis can be gradually reduced or a part of the height is reduced.
  • the “middle right longitudinal beam structure 7 is The forward direction is gradually extended to the left” means that the projection of the middle right longitudinal beam structure 7 on the XY plane is gradually extended to the left along the direction from the back to the front, and in the direction of the Z axis, the middle right longitudinal beam structure 7.
  • the height along the negative axis of the X axis can be reduced gradually or partly.
  • the height of the front beam 3 is lower than the height of the middle beam 4, so that the center left longitudinal beam structure 6 and the The middle right longitudinal beam structure 7 adapts to the height change from the trunk of the car to the rear seat of the car.
  • first left reinforcement structure 8 and a second left reinforcement structure 9 extending upward and arranged side by side, and the right longitudinal beam structure 2.
  • first right reinforcement structure 10 and second right reinforcement structure 11 extending upward and arranged side by side, and first left reinforcement structure 8 and second left reinforcement structure 9 Both are connected with the left rear wheel house assembly 12, and both the first right reinforcement structure 10 and the second right reinforcement structure 11 are connected with the right rear wheel house assembly 13.
  • first left reinforcement structure 8 and the second left reinforcement structure 9 can both be located at the intersection of the left longitudinal beam structure 1 and the middle beam 4, or one of them can be located at the intersection of the left longitudinal beam structure 1 and the middle beam 4
  • first right reinforcement structure 10 and the second right reinforcement structure 11 can both be located at the intersection of the right longitudinal beam structure 2 and the middle beam 4, or one of them can be located at the intersection of the right longitudinal beam structure 2 and the middle beam 4, for example
  • the first left reinforcement structure 8 is located at the junction of the left longitudinal beam structure 1 and the middle beam 4
  • the second left reinforcement structure 9 is located at the rear side of the first left reinforcement structure 8
  • the structure 10 is located at the intersection of the right longitudinal beam structure 2 and the middle beam 4
  • the second right reinforcement structure 11 is located on the rear side of the first right reinforcement structure 10
  • the second left reinforcement structure 9 is connected to the lower end of the left rear shock absorber
  • the second right reinforcement structure 9 is connected to the lower end of the left rear shock absorber.
  • the second right reinforcement structure 11 is connected with the lower end of the right rear shock absorber. Specifically, during actual installation, the second left reinforcement structure 9 can be connected with the lower end of the left rear shock absorber by two screw joints. The second right reinforcement structure 11 is connected to the lower end of the right rear shock absorber by a piece.
  • the above-mentioned connection method is not limited to the above-mentioned example, and any deformation of the above-mentioned connection method should be limited within the protection scope of the present invention.
  • the strength of the rear floor frame assembly can be improved And torsional rigidity, thereby improving the strength, durability and torsional performance of the car.
  • first left reinforcement structure 8 and the second left reinforcement structure 9 are arranged side by side, the heights of the two can be different heights.
  • first right reinforcement structure 10 and the second right reinforcement structure 11 The heights can also be different heights.
  • the height of the structure 11 can be flexibly set according to the structure matched with the rear wheel housing assembly.
  • the left and right ends of the front beam 3 are integrally arranged with the front end of the left longitudinal beam structure 1 and the front end of the right longitudinal beam structure 2 respectively, and the left and right ends of the middle beam 4 are respectively connected with the middle part of the left longitudinal beam structure 1 and the right longitudinal beam.
  • the middle part of structure 2 is integrated, the left and right ends of rear beam 5 are respectively integrated with the rear end of left longitudinal beam structure 1 and the rear end of right longitudinal beam structure 2, the front end of middle left longitudinal beam structure 6 and the middle right longitudinal beam structure
  • the front ends of 7 are integrally arranged with the front crossbeam 3
  • the rear ends of the middle left longitudinal beam structure 6 and the rear end of the middle right longitudinal beam structure 7 are integrally arranged with the middle crossbeam 4
  • the front crossbeam 3 includes a connected left front crossbeam 31 and a right front crossbeam 32.
  • the middle crossbeam 4 includes the connected left middle crossbeam 41 and right middle crossbeam 42
  • the rear crossbeam 5 includes the connected left rear crossbeam 51 and right rear crossbeam 52
  • the left longitudinal beam structure 1 the left front crossbeam 31, the left middle crossbeam 41, the left
  • the rear crossbeam 51 and the middle left longitudinal beam structure 6 together constitute the left rear floor frame which is arranged integrally
  • the right longitudinal beam structure 2 the right front crossbeam 32, the right middle crossbeam 42, the right rear crossbeam 52 and the middle right longitudinal beam structure 7 jointly form an integrated arrangement.
  • the left front crossbeam 31 and the right front crossbeam 32 can be arranged integrally, or connected by structural glue, or connected by other means.
  • the left rear beam 51 and the right rear beam 52 can be integrally arranged, or connected by structural glue, or connected by other means.
  • the left front beam 31 and the right front beam 32 are integrated, the left middle beam 41 and the right middle beam 42 are integrated, and the left rear beam 51 and the right rear beam 52 are integrated, that is, the left rear floor frame and the right rear floor frame are integrated.
  • the entire rear floor frame assembly is made of a high-pressure cast aluminum frame, when the left front crossbeam 31 and the right front crossbeam 32 are not integrally arranged, the left middle crossbeam 41 and the right middle crossbeam 42 are not integrally arranged, and the left rear crossbeam 51 and the right rear crossbeam 52 are not integrally arranged.
  • the entire rear floor frame assembly is made of two high-pressure cast aluminum frames, and the two high-pressure cast aluminum frames can be connected when installed on the car.
  • the use of high-pressure cast aluminum can greatly reduce the overall rear floor frame For example, only one high-pressure cast aluminum frame or two high-pressure cast aluminum frames are needed to realize the design of the entire rear floor frame assembly. Through such a setting, not only can the number of molds for parts be reduced, but also The number of connection processes can also be reduced during production, making the overall structure simpler and improving assembly efficiency.
  • the overall structure has reduced many connecting parts, thereby greatly increasing the horizontal cross-sectional area of the rear floor frame assembly, and the space in the Y-axis direction can be greatly improved, which is conducive to improving the space of the trunk. storage space.
  • the aforesaid integral arrangement can also be replaced by other connection methods as required, and the block design of the rear floor frame assembly is not limited to one component or two components, and any deformation of the above-mentioned connection structure It does not constitute a limitation to the present invention, and all should be limited within the protection scope of the present invention.
  • the first left reinforcement structure 8 and the second left reinforcement structure 9 are integrally arranged with the left longitudinal beam structure 1, the first left reinforcement structure 8 and the second left reinforcement structure 9 are integrally arranged, the first right reinforcement structure 10 and the second The two right reinforcement structures 11 are integrally arranged with the right longitudinal beam structure 2 , and the first right reinforcement structure 10 and the second right reinforcement structure 11 are integrally arranged.
  • the left rear floor frame when the aforementioned left rear floor frame adopts a high-pressure cast aluminum frame, the left rear floor frame includes a left longitudinal beam structure 1, a left front beam 31, a left middle beam 41, a left rear beam 51, a middle left longitudinal beam structure 6, a A left reinforcement structure 8 and a second left reinforcement structure 9.
  • the right rear floor frame includes a right longitudinal beam structure 2, a right front beam 32, a right middle beam 42, a right rear beam 52, and a middle right longitudinal beam structure 7. , the first right reinforcement structure 10 and the second right reinforcement structure 11 .
  • first left reinforcement structure 8 and the second left reinforcement structure 9 can be directly connected with the left rear wheel house 121, and can also be connected with the reinforcement structure on the left rear wheel house 121.
  • first right reinforcement structure 10 and the second right reinforcement structure 11 can be directly connected with the right rear wheel house 131, and can also be connected with the reinforcement structure on the right rear wheel house 131.
  • the left rear wheelhouse assembly 12 includes a left rear wheelhouse 121, a first left rear wheelhouse reinforcement structure 122 and a second left rear wheelhouse reinforcement structure 123,
  • the first left rear wheelhouse reinforcing structure 122 and the second left rear wheelhouse reinforcing structure 123 are all arranged on the left rear wheelhouse 121
  • the first left reinforcing structure 8 is connected with the first left rear wheelhouse reinforcing structure 122
  • the reinforcement structure 9 is connected with the second left rear wheelhouse reinforcement structure 123
  • the right rear wheelhouse assembly 13 includes the right rear wheelhouse 131, the first right rear wheelhouse reinforcement structure 132 and the second right rear wheelhouse reinforcement structure 133, the second right rear wheelhouse reinforcement structure 133
  • a right rear wheelhouse reinforcement structure 132 and a second right rear wheelhouse reinforcement structure 133 are both arranged on the right rear wheelhouse 131
  • the first right reinforcement structure 10 is connected with the first right rear wheelhouse reinforcement structure 132
  • the structure 11 is connected
  • connection strength between the rear floor frame assembly and the rear wheel house can be improved together, and the rear floor frame assembly and the left and right rear wheels
  • the hood assembly together improves the strength, durability and torsional performance of the car.
  • the first left reinforcement structure 8 is a channel structure with a cavity 8a, and a part of the first left rear wheelhouse reinforcement structure 122 is arranged on the first left reinforcement structure 8.
  • the second left reinforcement structure 9 is a channel structure with a cavity 9a
  • a part of the second left rear wheel house reinforcement structure 123 is arranged in the cavity 9a of the second left reinforcement structure 9
  • the first right reinforcement structure 10 is a channel structure with a cavity 10a
  • a part of the first right rear wheelhouse reinforcement structure 132 is arranged in the cavity 10a of the first right reinforcement structure 10
  • the second right reinforcement structure 11 is a channel structure with a cavity 11a
  • a part of the second right rear wheelhouse reinforcement structure 133 is arranged in the cavity 11a of the second right reinforcement structure 11
  • the first left rear wheelhouse reinforcement structure 122 is a channel structure with a cavity 122a
  • the structure 123 is a channel structure with a cavity 123a
  • the first left reinforcement structure 8 is a channel structure with a cavity 8a, and the first left reinforcement structure 8 can be cut in the horizontal direction, and the cross section of the first left reinforcement structure 8 has approximately It is a square port, or a roughly circular port, or a port of other shapes. Through such a channel structure, the torsional rigidity of the vehicle can be greatly improved.
  • the second left reinforcement structure 9, the first right The reinforcement structure 10, the second right reinforcement structure 11, the first left rear wheelhouse reinforcement structure, the second left rear wheelhouse reinforcement structure, the first right rear wheelhouse reinforcement structure and the second right rear wheelhouse reinforcement structure can all adopt the same
  • the design of the car greatly improves the torsional rigidity of the car as a whole, and all reinforcement structures adopt a channel structure with a cavity, which can also improve the durability of the car.
  • the first left rear wheelhouse reinforcement structure 122 and the second left rear wheelhouse reinforcement structure 123 can be connected by a combination of structural glue and spot welding.
  • first right rear wheelhouse reinforcement structure 132 It can also be connected with the second right rear wheelhouse reinforcing structure 133 by a combination of structural glue and spot welding, and the high-standard strength and durability requirements can be met through the above-mentioned strong connection.
  • connection methods can also be used, and the adjustment of this connection method does not constitute a limitation to the present invention, and should be limited within the protection scope of the present invention.
  • the rear wheel house reinforcement structure 123, the first right rear wheel house reinforcement structure 132 and the second right rear wheel house reinforcement structure 133 can also adopt other reinforcement structures except the channel structure with a cavity, and any reinforcement structure specific structure The adjustment does not constitute a limitation to the present invention, and all should be limited within the protection scope of the present invention.
  • the torsional force transmission path of the automobile is shown in Figure 6, the force at the rear shock absorbers of the second left reinforcement structure 9 and the second right reinforcement structure 11 is transmitted upwards, and The force is first transmitted to the left and right sides and then upward (as shown in the direction of the arrow in Figure 6).
  • this force transmission path is only a possible situation under one working condition, and does not constitute a limitation to the present invention.
  • the upper end of the first left rear wheel house reinforcement structure 122 and the upper end of the first right rear wheel house reinforcement structure 132 can be connected with a coat rack, and can also be connected with a thin plate or other structures in a model without a coat rack, so that the clothes Hat rack is example, center beam 4, the first left reinforcement structure 8, the second left reinforcement structure 9, the first right reinforcement structure 10, the second right reinforcement structure 11, the first left rear wheelhouse reinforcement structure 122, the second left reinforcement structure Rear wheel house reinforcement structure 123, the first right rear wheel house reinforcement structure 132, the second right rear wheel house reinforcement structure 133 and the coat rack together constitute a structure in which the cross-sectional shape of the YZ plane is a square ring, which greatly improves the car's torsional stiffness.
  • the left longitudinal beam structure 1 is formed with a longitudinally arranged first channel 1a, and a longitudinally arranged first main reinforcing rib 1b is formed in the first channel 1a, and the first main reinforcing rib 1b faces upwards of the first channel 1a.
  • the wall and the lower wall are respectively extended with a plurality of first sub-ribs 1c, and the angles of all the first sub-ribs 1c are not completely the same
  • the right longitudinal beam structure 2 is formed with a second channel 2a arranged longitudinally
  • the second channel 2a is formed with a longitudinally arranged second main reinforcement bar 2b
  • the second main reinforcement bar 2b extends to the upper wall and the lower wall of the second channel 2a respectively to provide a plurality of second sub-reinforcing ribs 2c, all the second The angles of the reinforcing ribs 2c are not completely the same.
  • first take the first channel 1a as an example. As shown in FIG.
  • the first channel 1a can be opened to the left and outward, and the longitudinal arrangement of the first channel 1a means that the channel is arranged along the extension direction of the left longitudinal beam structure 1 , the left longitudinal beam structure 1 forms an upper arc-shaped structure along the negative axis direction of the X axis (that is, from back to front), that is, it rises first and then lowers, so as to adapt to the structure of the left rear wheel house assembly 12, and simultaneously
  • a plurality of control arms on the left part of the vehicle frame 14 perform space avoidance
  • the first main reinforcing rib 1b can be a whole section structure, or a multi-section structure including end-to-end sequential connection, and every two adjacent section structures
  • the joints of the first channel 1a are extended to the upper wall and the lower wall of the first channel 1a respectively, and the first sub-reinforcing ribs 1c are respectively extended.
  • the second channel 2a can be opened right outwards, and the longitudinal setting of the second channel 2a means that the channel is set along the extension direction of the right longitudinal beam structure 2, and the right longitudinal
  • the beam structure 2 forms an upper arc-shaped structure along the negative axis direction of the X axis (i.e., from the rear to the front), that is, it rises first and then lowers, so as to adapt to the structure of the right rear wheel cover assembly 13, and at the same time adjust the structure of the subframe 14
  • Multiple control arms on the right side of the upper part are used for space avoidance.
  • the second main rib 2b can be a whole segment structure, or a multi-segment structure including the end-to-end sequential connection.
  • all the reinforcing ribs in the second channel 2a form a coherent structure to ensure that the rear collision of the automobile
  • the stability and strength of the safety structure ensure that the force transmission path is in the second channel 2a.
  • the present invention adopts the rear floor frame assembly composed of the left rear floor frame and the right rear floor frame of high-pressure cast aluminum, in the body structure of the same model, the automobile rear frame of the present invention
  • the floor frame assembly can reduce the weight by more than 30%, increase the torsional rigidity of the body-in-white by 14%, increase the space of the trunk by 11L, and increase the space of the rear box by 11L.
  • bending mode performance can be improved by 112% and 244% respectively, while reducing the number of parts, the number of module development, reducing the connection process, making the structure simpler.

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Abstract

一种汽车及其后地板骨架总成，后地板骨架总成包括左纵梁结构（1）、右纵梁结构（2）、前横梁（3）、中横梁（4）、后横梁（5）、中左纵梁结构（6）和中右纵梁结构（7），并构成了左Y型传力结构和右Y型传力结构，左纵梁结构（1）上设置有向上延伸且并排设置的第一左加强结构（8）和第二左加强结构（9），右纵梁结构（2）上设置有向上延伸且并排设置的第一右加强结构（10）和第二右加强结构（11）。

Description

汽车及其后地板骨架总成
相关申请的交叉引用
本申请要求2021年12月17日提交的、申请号为CN202111551751.9的中国专利申请的优先权，上述中国专利申请的全文内容通过引用的方式并入本申请。
技术领域
本发明涉及汽车技术领域，具体提供一种汽车及其后地板骨架总成。
背景技术
汽车后地板是汽车车身的重要零部件，其与前地板共同构成了汽车的地板结构，汽车后地板一般包括后地板骨架总成、后地板面板总成和后围板总成，后地板骨架总成作为承载汽车后座椅和后备箱等结构的承力结构，其对扭转刚度和强度耐久等性能都有着非常高的要求，且在汽车后碰撞中也起着至关重要的作用。
现有技术中，汽车骨架总成其左右各通过一个纵梁结构去承担后碰撞时结构力的传递，因此通常与其连接的后部吸能结构较长，从而保证吸能效果，但是这种方式会提高整车长度。随着电动汽车的不断发展和普及，且为了保证实现高里程的电池具有足够的布置空间，同时增加轴距，只能缩短后吸能结构，这就导致现有的汽车后地板骨架总成无法满足汽车后高低速(80km/h，RCAR)碰撞要求，无法保证高速碰撞下乘员安全，同时无法满足低速下的碰撞维修经济性，且汽车骨架总成的强度耐久性能和扭转刚度也需要进一步提升。
鉴于此，本领域需要一种新的汽车及其后地板骨架总成来解决上述问题。
发明内容
本发明旨在解决上述技术问题，即，解决现有汽车后地板骨架总成无法满足汽车的后高低速碰撞要求以及强度耐久性能和扭转刚度还需要提升的问题。
在第一方面，本发明提供一种汽车的后地板骨架总成，所述后地板 骨架总成包括左纵梁结构、右纵梁结构、前横梁、中横梁、后横梁、中左纵梁结构和中右纵梁结构，所述前横梁的两端分别与所述左纵梁结构的前端和所述右纵梁结构的前端连接，所述中横梁的两端分别与所述左纵梁结构的中部和所述右纵梁结构的中部连接，所述后横梁的两端分别与所述左纵梁结构的后端和所述右纵梁结构的后端连接，
所述中左纵梁结构和所述中右纵梁结构均连接于所述前横梁与所述中横梁之间，所述中左纵梁结构沿由后向前的方向逐渐向右延伸设置且所述中左纵梁结构的后端靠近所述中横梁与所述左纵梁结构的交汇处设置以使得所述左纵梁结构与所述中左纵梁结构共同构成左Y型传力结构，所述中右纵梁结构沿由后向前的方向逐渐向左延伸设置且所述中右纵梁结构的后端靠近所述中横梁与所述右纵梁结构的交汇处设置以使得所述右纵梁结构与所述中右纵梁结构共同构成右Y型传力结构，
所述左纵梁结构上、所述左纵梁结构与所述中横梁的交汇处设置有向上延伸且并排设置的第一左加强结构和第二左加强结构，所述右纵梁结构上、所述右纵梁结构与所述中横梁的交汇处设置有向上延伸且并排设置的第一右加强结构和第二右加强结构，所述第一左加强结构和所述第二左加强结构均与所述汽车的左后轮罩总成连接，所述第一右加强结构和所述第二右加强结构均与所述汽车的右后轮罩总成连接。
在上述后地板骨架总成的优选技术方案中，所述前横梁的两端分别与所述左纵梁结构的前端和所述右纵梁结构的前端一体设置，所述中横梁的两端分别与所述左纵梁结构的中部和所述右纵梁结构的中部一体设置，所述后横梁的两端分别与所述左纵梁结构的后端和所述右纵梁结构的后端一体设置，
所述中左纵梁结构的前端和所述中右纵梁结构的前端均与所述前横梁一体设置，所述中左纵梁结构的后端和所述中右纵梁结构的后端均与所述中横梁一体设置。
在上述后地板骨架总成的优选技术方案中，所述前横梁包括相连的左前横梁和右前横梁，所述中横梁包括相连的左中横梁和右中横梁，所述后横梁包括相连的左后横梁和右后横梁，
所述左纵梁结构、所述左前横梁、所述左中横梁、所述左后横梁以及所述中左纵梁结构共同构成一体设置的左后地板骨架，
所述右纵梁结构、所述右前横梁、所述右中横梁、所述右后横梁以及所述中右纵梁结构共同构成一体设置的右后地板骨架。
在上述后地板骨架总成的优选技术方案中，所述左后地板骨架和所述右后地板骨架均为高压铸铝骨架。
在上述后地板骨架总成的优选技术方案中，所述第一左加强结构和所述第二左加强结构均与所述左纵梁结构一体设置，所述第一左加强结构和所述第二左加强结构一体设置，
所述第一右加强结构和所述第二右加强结构均与所述右纵梁结构一体设置，所述第一右加强结构和所述第二右加强结构一体设置。
在上述后地板骨架总成的优选技术方案中，所述第一左加强结构位于所述左纵梁结构与所述中横梁的交汇处，所述第二左加强结构位于所述第一左加强结构的后侧，所述第二左加强结构与所述汽车的左后减震器连接，
所述第一右加强结构位于所述右纵梁结构与所述中横梁的交汇处，所述第二右加强结构位于所述第一右加强结构的后侧，所述第二右加强结构与所述汽车的右后减震器连接。
在上述后地板骨架总成的优选技术方案中，所述左纵梁结构形成有纵向设置的第一通道，所述第一通道内形成有纵向设置的第一主加强筋条，所述第一主加强筋条向所述第一通道的上壁以及下壁分别延伸设置有多个第一分加强筋条，所有所述第一分加强筋条的角度不完全相同，
所述右纵梁结构形成有纵向设置的第二通道，所述第二通道内形成有纵向设置的第二主加强筋条，所述第二主加强筋条向所述第二通道的上壁以及下壁分别延伸设置有多个第二分加强筋条，所有所述第二分加强筋条的角度不完全相同。
在第二方面，本发明还提供一种汽车，所述汽车包括上述所述的后地板骨架总成，
所述左后轮罩总成包括左后轮罩、第一左后轮罩加强结构和第二左后轮罩加强结构，所述第一左后轮罩加强结构和所述第二左后轮罩加强结构均设置在所述左后轮罩上，所述第一左加强结构与所述第一左后轮罩加强结构连接，所述第二左加强结构与所述第二左后轮罩加强结构连接，
所述右后轮罩总成包括右后轮罩、第一右后轮罩加强结构和第二右后轮罩加强结构，所述第一右后轮罩加强结构和所述第二右后轮罩加强结构均设置在所述右后轮罩上，所述第一右加强结构与所述第一右后轮罩加强结构连接，所述第二右加强结构与所述第二右后轮罩加强结构连接。
在上述汽车的优选技术方案中，所述第一左加强结构为具有空腔的通道结构，所述第一左后轮罩加强结构的一部分设置在所述第一左加强结构的空腔中，
所述第二左加强结构为具有空腔的通道结构，所述第二左后轮罩加强结构的一部分设置在所述第二左加强结构的空腔中，
所述第一右加强结构为具有空腔的通道结构，所述第一右后轮罩加强结构的一部分设置在所述第一右加强结构的空腔中，
所述第二右加强结构为具有空腔的通道结构，所述第二右后轮罩加强结构的一部分设置在所述第二右加强结构的空腔中。
在上述汽车的优选技术方案中，所述第一左后轮罩加强结构为具有空腔的通道结构，
所述第二左后轮罩加强结构为具有空腔的通道结构，
所述第一右后轮罩加强结构为具有空腔的通道结构，
所述第二右后轮罩加强结构为具有空腔的通道结构。
在采用上述技术方案的情况下，本发明的汽车后地板骨架总成能够通过左纵梁结构和中左纵梁结构共同形成的左Y型传力结构以及右纵梁结构和中右纵梁结构共同形成的右Y型传力结构来提高吸能效果，有效分担汽车后部碰撞力，解决汽车轴距长后悬短而导致的后部吸能结构短的问题，进而解决汽车的后高低速碰撞问题，有效地保护汽车后高速碰撞过程中的人员安全，且在低速碰撞过程中能够保证后地板骨架不会被破坏，从而不需要维修，提升经济性。在左纵梁结构上具有并排设置的第一左加强结构和第二左加强结构，在右纵梁结构上具有并排设置的第一右加强结构和第二右加强结构，左部的加强结构和右部的加强结构可以作为汽车后减震器的安装点，从而提高汽车的强度耐久性能，并排设置的加强结构还能够提高汽车的扭转性能。通过将提高汽车后高低速碰撞性能、强度耐久性能以及扭转性能的结构都设置在汽车后地板骨架上，能够极大地简化汽车车身的结构，从而满足汽车的空间布置要求，且能够增加一部分汽车后备箱的空间，满足用户的要求，提升用户体验。
进一步地，汽车后地板骨架总成采用高压铸铝骨架能够实现汽车的轻量化，且左后地板骨架和右后地板骨架都采用一体设置能够降低零部件的数量，使得后地板骨架总成的集成度更高，减少模具的开发数量，降低工艺的复杂性，提高生产制造的效率。
进一步地，第一左加强结构和第二左加强结构采用一体设置以及第一右加强结构和第二右加强结构采用一体设置能够进一步提高汽车的强度耐久性能和扭转性能。
进一步地，第一左纵梁结构具有第一通道，且第一通道内具有主加强筋条和分加强筋条形成的不同方向的加强结构，第一右纵梁结构具有第二通道，且第二通道内具有主加强筋条和分加强筋条形成的不同方向 的加强结构，从而提高第一左纵梁结构以及第一右纵梁结构的强度和刚度，筋条采用连贯性设计，保证了传力路径的稳定性，保证了汽车碰撞安全结构的稳定性及强度。
进一步地，汽车采用了上述的后地板骨架总成，能够具备上述的技术效果，且第一左加强结构与第一左后轮罩加强结构连接，第二左加强结构与第二左后轮罩加强结构连接，第一右加强结构与第一右后轮罩加强结构连接，第二右加强结构与第二右后轮罩加强结构连接能够实现汽车后地板总成与轮罩一起提高汽车的强度耐久性能和扭转性能。
进一步地，第一左加强结构、第一左后轮罩加强结构、第二左加强结构、第二左后轮罩加强结构、第一右加强结构、第一右后轮罩加强结构、第二右加强结构以及第二右后轮罩加强结构均采用具有空腔的通道结构，能够进一步极大地提高汽车的扭转刚度，提高汽车的扭转性能。
附图说明
下面参照附图并结合电动汽车来描述本发明的优选实施方式，附图中：
图1是本发明的电动汽车的车身和底盘结构的部分结构示意图；
图2是本发明的电动汽车的后地板骨架总成的结构示意图；
图3是本发明的电动汽车的后地板骨架总成在发生后碰撞时的传力路径图；
图4是本发明的电动汽车的左后轮罩总成的结构示意图；
图5是本发明的电动汽车的右后轮罩总成的结构示意图；
图6是本发明的电动汽车的后减震器处的传力路径图；
图7是本发明的电动汽车的后地板骨架总成的左纵梁结构的结构示意图；
图8是本发明的电动汽车的后地板骨架总成的右纵梁结构的结构示意图。
附图标记列表：
1、左纵梁结构；1a、第一通道；1b、第一主加强筋条；1c、第一分加强筋条；
2、右纵梁结构；2a、第二通道；2b、第二主加强筋条；2c、第二分加强筋条；
3、前横梁；31、左前横梁；32、右前横梁；
4、中横梁；41、左中横梁；42、右中横梁；
5、后横梁；51、左后横梁；52、右后横梁；
6、中左纵梁结构；
7、中右纵梁结构；
8、第一左加强结构；8a、第一左加强结构的空腔；
9、第二左加强结构；9a、第二左加强结构的空腔；
10、第一右加强结构；10a、第一右加强结构的空腔；
11、第二右加强结构；11a、第二右加强结构的空腔；
12、左后轮罩总成；121、左后轮罩；122、第一左后轮罩加强结构；122a、第一左后轮罩加强结构的空腔；123、第二左后轮罩加强结构；123a、第二左后轮罩加强结构的空腔；
13、右后轮罩总成；131、右后轮罩；132、第一右后轮罩加强结构；132a、第一右后轮罩加强结构的空腔；133、第二右后轮罩加强结构；133a、第二右后轮罩加强结构的空腔；
14、副车架；
15、高压配电盒。
具体实施方式
下面参照附图来描述本发明的优选实施方式。本领域技术人员应当理解的是，这些实施方式仅仅用于解释本发明的技术原理，并非旨在限制本发明的保护范围。例如，虽然本发明是结合电动汽车来说明的，但是本发明的技术方案显然还可以应用于传统的以燃油(例如汽油或柴油)为动力的汽车，或者混动汽车等，这种应用对象的调整不构成对本发明的限制。
基于背景技术指出的现有电动汽车在轴距长后悬短的情况下无法满足汽车后高低速碰撞要求以及汽车的强度耐久性能和扭转刚度需要进一步提升的问题，本发明提供了一种电动汽车及其后地板骨架总成，旨在解决汽车轴距长后悬短而导致的后部吸能结构短的问题，进而解决汽车的后高低速碰撞问题，有效地保护汽车后高速碰撞过程中的人员安全，保证低速碰撞时后地板骨架不会被破坏，不需要进行维修，且提高汽车的强度耐久性能和扭转性能，简化车身结构，增加汽车后备箱的空间，满足用户的要求，提升用户体验。
需要说明的是，在本发明的描述中，术语“上”、“下”、“左”、“右”“前”、“后”、“内”、“外”等指示的方向或位置关系的术语是基于附图所示的方向或位置关系，这仅仅是为了便于描述，而不是指示或暗示所述装置或部件必须具有特定的方位或必须以特定的方位构造和操作，因此不能理解为对本发明的限制。此外，还需要说明的是， 术语“第一”、“第二”仅用于描述目的，而不能理解为指示或暗示相对重要性。
此外，还需要说明的是，在本发明的描述中，除非另有明确的规定和限定，术语“设置”、“相连”、“连接”应做广义理解，例如，“连接”可以是可拆卸式连接，或一体式连接；可以是直接相连，也可以通过中间部件间接相连。对于本领域技术人员而言，可根据具体情况理解上述术语在本发明中的具体含义。
在本发明的描述以及附图中，为了便于理解，引入汽车通用坐标系中涉及的X轴、Y轴和Z轴，其中，X轴对应汽车的前后方向(也可称纵向)，Y轴对应于汽车的左右方向(也可称横向)，Z轴对应于汽车的上下方向(即高度方向，也可称竖向或竖直方向)，具体而言，X轴的正轴指向汽车的后方，X轴的负轴指向汽车的前方，Y轴的正轴指向驾驶员的右方，也是汽车的右侧，Y轴的负轴指向驾驶员的左方，也是汽车的左侧，Z轴的正轴指向汽车的上方，Z轴的负轴指向汽车的下方。
如图1所示，本发明的电动汽车包括后地板骨架总成、左后轮罩总成12、右后轮罩总成13、副车架14、动力电池(图中未示出)和高压配电盒15，左后轮罩总成12连接于后地板骨架总成的左侧，右后轮罩总成13连接于后地板骨架总成的右侧，副车架14连接于后地板骨架总成的下方，动力电池与高压配电盒15电连接，动力电池连接于后地板骨架总成上。
如图2和3所示，后地板骨架总成包括左纵梁结构1、右纵梁结构2、前横梁3、中横梁4、后横梁5、中左纵梁结构6和中右纵梁结构7，前横梁3的两端分别与左纵梁结构1的前端和右纵梁结构2的前端连接，中横梁4的两端分别与左纵梁结构1的中部和右纵梁结构2的中部连接，后横梁5的两端分别与左纵梁结构1的后端和右纵梁结构2的后端连接，中左纵梁结构6和中右纵梁结构7均连接于前横梁3与中横梁4之间，中左纵梁结构6沿由后向前的方向逐渐向右延伸设置且中左纵梁结构6的后端靠近中横梁4与左纵梁结构1的交汇处设置以使得左纵梁结构1与中左纵梁结构6共同构成左Y型传力结构，中右纵梁结构7沿由后向前的方向逐渐向左延伸设置且中右纵梁结构7的后端靠近中横梁4与右纵梁结构2的交汇处设置以使得右纵梁结构2与中右纵梁结构7共同构成右Y型传力结构。在汽车发生后碰撞时，除了电动汽车的后吸能盒吸收一部分碰撞力，另一部分碰撞力需要由后地板骨架总成分担，以后地板骨架总成的左部为例，碰撞力先通过左纵梁结构1，然后经过中横梁4的界限后，碰撞力分为两路，一路继续经过左纵梁结构1，另一路经过中 左纵梁结构6，从而实现力的分担，再以后地板骨架总成的右部为例，碰撞力先通过右纵梁结构2，然后经过中横梁4的界限后，碰撞力分为两路，一路继续经过右纵梁结构2，另一路经过中右纵梁结构7，从而实现力的分担(如图3所示的箭头方向)。相比于现有技术中左右各通过一个纵梁结构去承担后碰撞时碰撞力的传递，本发明的后地板骨架总成能够最终将后吸能盒无法吸收的碰撞力分为四路来进行分担，有效分担了后部冲击，确保乘客安全以及动力电池安全。中左纵梁结构6和中右纵梁结构7共同提供了一部分动力电池的安装点，从而有利于对动力电池的安装和固定，中左纵梁结构6、中右纵梁结构7、前横梁3和中横梁4共同形成了“口”字型结构，从而实现对高压配电盒15的保护。
需要说明的是，在上述中，“中左纵梁结构6沿由后向前的方向逐渐向右延伸设置”指的是中左纵梁结构6在XY平面上的投影为沿由后向前的方向逐渐向右延伸设置，而在Z轴方向，中左纵梁结构6沿X轴的负轴方向可以为高度逐渐降低或者高度一部分降低，同样地，“中右纵梁结构7沿由后向前的方向逐渐向左延伸设置”指的是中右纵梁结构7在XY平面上的投影为沿由后向前的方向逐渐向左延伸设置，而在Z轴方向，中右纵梁结构7沿X轴的负轴方向可以为高度逐渐降低或者高度一部分降低，通过这样的设置，使得前横梁3所处的高度低于中横梁4所处的高度，能够使中左纵梁结构6和中右纵梁结构7适应汽车后备箱向汽车后座椅方向的高度变化。
继续参见图2，左纵梁结构1上、左纵梁结构1与中横梁4的交汇处设置有向上延伸且并排设置的第一左加强结构8和第二左加强结构9，右纵梁结构2上、右纵梁结构2与中横梁4的交汇处设置有向上延伸且并排设置的第一右加强结构10和第二右加强结构11，第一左加强结构8和第二左加强结构9均与左后轮罩总成12连接，第一右加强结构10和第二右加强结构11均与右后轮罩总成13连接。在实际应用中，第一左加强结构8和第二左加强结构9可以均位于左纵梁结构1与中横梁4的交汇处，也可以其中一个位于左纵梁结构1与中横梁4的交汇处，第一右加强结构10和第二右加强结构11可以均位于右纵梁结构2与中横梁4的交汇处，也可以其中一个位于右纵梁结构2与中横梁4的交汇处，例如在图中所示的情形中，第一左加强结构8位于左纵梁结构1与中横梁4的交汇处，第二左加强结构9位于第一左加强结构8的后侧，第一右加强结构10位于右纵梁结构2与中横梁4的交汇处，第二右加强结构11位于第一右加强结构10的后侧，第二左加强结构9与左后减震器的下端连接，第二右加强结构11与右后减震器的下端连接，具体在实际安装时， 可以通过两个螺接件将第二左加强结构9与左后减震器的下端连接，通过两个螺接件将第二右加强结构11与右后减震器的下端连接，当然，上述连接方式不限于上述示例的形式，任何上述连接形式的变形均应限定在本发明的保护范围之内。通过上述的设置，即通过并排设置的第一左加强结构8和第二左加强结构9以及并排设置的第一右加强结构10和第二右加强结构11，能够提高后地板骨架总成的强度和扭转刚度，从而提高汽车强度耐久性能和扭转性能。
需要说明的是，第一左加强结构8和第二左加强结构9虽然是并排设置，但是两者的高度可以为不同的高度，同样地，第一右加强结构10和第二右加强结构11的高度也可以为不同的高度，例如在图2所示的情形中，第一左加强结构8的高度小于第二左加强结构9的高度，第一右加强结构10的高度小于第二右加强结构11的高度，其高度可以根据与后轮罩总成配合的结构灵活地设置。
优选地，前横梁3的左右两端分别与左纵梁结构1的前端和右纵梁结构2的前端一体设置，中横梁4的左右两端分别与左纵梁结构1的中部和右纵梁结构2的中部一体设置，后横梁5的左右两端分别与左纵梁结构1的后端和右纵梁结构2的后端一体设置，中左纵梁结构6的前端和中右纵梁结构7的前端均与前横梁3一体设置，中左纵梁结构6的后端和中右纵梁结构7的后端均与中横梁4一体设置，前横梁3包括相连的左前横梁31和右前横梁32，中横梁4包括相连的左中横梁41和右中横梁42，后横梁5包括相连的左后横梁51和右后横梁52，左纵梁结构1、左前横梁31、左中横梁41、左后横梁51以及中左纵梁结构6共同构成一体设置的左后地板骨架，右纵梁结构2、右前横梁32、右中横梁42、右后横梁52以及中右纵梁结构7共同构成一体设置的右后地板骨架。在实际应用中，左前横梁31和右前横梁32可以一体设置，也可以通过结构胶连接，或者通过其它方式连接，同样地，左中横梁41和右中横梁42可以一体设置，也可以通过结构胶连接，或者通过其它方式连接，左后横梁51和右后横梁52可以一体设置，也可以通过结构胶连接，或者通过其它方式连接。当左前横梁31和右前横梁32一体设置，左中横梁41和右中横梁42一体设置，左后横梁51和右后横梁52一体设置时，即左后地板骨架与右后地板骨架一体设置，此时整个后地板骨架总成采用一个高压铸铝骨架制造，当左前横梁31和右前横梁32非一体设置，左中横梁41和右中横梁42非一体设置，左后横梁51和右后横梁52非一体设置时，即整个后地板骨架总成采用两个高压铸铝骨架制造，在安装至汽车时将两个高压铸铝骨架连接即可，采用高压铸铝的方式能够大幅度 降低后地板骨架总成的零部件数量，例如前述的只需要一个高压铸铝骨架或者两个高压铸铝骨架就能够实现整个后地板骨架总成的设计，通过这样的设置，不仅能够降低零部件的模具数量，而且在生产时也能够降低连接工序的数量，使得整体的结构更为简单，提高装配效率。此外，通过降低了零部件数量，使得整体结构减少了很多连接部件，从而大幅度提高了后地板骨架总成的水平截面积，在Y轴方向的空间能够大幅度提升，有利于提高后备箱的存放空间。
当然，作为替代性地，还可以根据需要将前述的一体设置替换为其他连接方式，后地板骨架总成的分块设计也不限于一个零部件或者两个零部件，任何上述连接结构的变形均不构成对本发明的限制，均应限定在本发明的保护范围之内。
优选地，第一左加强结构8和第二左加强结构9均与左纵梁结构1一体设置，第一左加强结构8和第二左加强结构9一体设置，第一右加强结构10和第二右加强结构11均与右纵梁结构2一体设置，第一右加强结构10和第二右加强结构11一体设置。例如前述的左后地板骨架采用高压铸铝骨架时，左后地板骨架包括一体设置的左纵梁结构1、左前横梁31、左中横梁41、左后横梁51、中左纵梁结构6、第一左加强结构8和第二左加强结构9，同理，右后地板骨架包括一体设置的右纵梁结构2、右前横梁32、右中横梁42、右后横梁52、中右纵梁结构7、第一右加强结构10和第二右加强结构11。
在本发明中，第一左加强结构8和第二左加强结构9可以直接与左后轮罩121连接，还可以与左后轮罩121上的加强结构连接，同理，第一右加强结构10和第二右加强结构11可以直接与右后轮罩131连接，还可以与右后轮罩131上的加强结构连接。在一种优选的情形中，如图4至6所示，左后轮罩总成12包括左后轮罩121、第一左后轮罩加强结构122和第二左后轮罩加强结构123，第一左后轮罩加强结构122和第二左后轮罩加强结构123均设置在左后轮罩121上，第一左加强结构8与第一左后轮罩加强结构122连接，第二左加强结构9与第二左后轮罩加强结构123连接，右后轮罩总成13包括右后轮罩131、第一右后轮罩加强结构132和第二右后轮罩加强结构133，第一右后轮罩加强结构132和第二右后轮罩加强结构133均设置在右后轮罩131上，第一右加强结构10与第一右后轮罩加强结构132连接，第二右加强结构11与第二右后轮罩加强结构133连接。通过后地板骨架总成上的加强结构与后轮罩上的加强结构的连接配合，能够共同提高后地板骨架总成与后轮罩之间的连接强度，且后地板骨架总成与左右后轮罩总成一起提高汽车的强度耐久性 能和扭转性能。
更为优选地，如图2、4和5所示，第一左加强结构8为具有空腔8a的通道结构，第一左后轮罩加强结构122的一部分设置在第一左加强结构8的空腔8a中，第二左加强结构9为具有空腔9a的通道结构，第二左后轮罩加强结构123的一部分设置在第二左加强结构9的空腔9a中，第一右加强结构10为具有空腔10a的通道结构，第一右后轮罩加强结构132的一部分设置在第一右加强结构10的空腔10a中，第二右加强结构11为具有空腔11a的通道结构，第二右后轮罩加强结构133的一部分设置在第二右加强结构11的空腔11a中，第一左后轮罩加强结构122为具有空腔122a的通道结构，第二左后轮罩加强结构123为具有空腔123a的通道结构，第一右后轮罩加强结构132为具有空腔132a的通道结构，第二右后轮罩加强结构133为具有空腔133a的通道结构。以第一左加强结构8为例，第一左加强结构8为具有空腔8a的通道结构可以是将第一左加强结构8在水平方向上截开，第一左加强结构8的截面具有大致为方形的通口，或者大致为圆形的通口，或者其他形状的通口，通过这样的通道结构，能够大幅度提升汽车的扭转刚度，同样地，第二左加强结构9、第一右加强结构10、第二右加强结构11、第一左后轮罩加强结构、第二左后轮罩加强结构、第一右后轮罩加强结构和第二右后轮罩加强结构均可以采用相同的设计，从而从整体上大幅度提升汽车的扭转刚度，且所有加强结构采用具有空腔的通道结构还能够提升汽车的耐久性能。在本发明中，第一左后轮罩加强结构122和第二左后轮罩加强结构123可以采用结构胶和点焊组合的连接方式进行连接，同样地，第一右后轮罩加强结构132和第二右后轮罩加强结构133也可以采用结构胶和点焊组合的连接方式进行连接，通过上述的强连接能够满足高标准的强度耐久需求。当然，还可以采用其他的连接方式，这种连接方式的调整不构成对本发明的限制，均应限定在本发明的保护范围之内。
当然，作为替代性地，上述的第一左加强结构8、第二左加强结构9、第一右加强结构10、第二右加强结构11、第一左后轮罩加强结构122、第二左后轮罩加强结构123、第一右后轮罩加强结构132和第二右后轮罩加强结构133除了采用具有空腔的通道结构之外，还可以采用其他的加强结构，任何加强结构具体结构的调整不构成对本发明的限制，均应限定在本发明的保护范围之内。
在一种可能的工况下，汽车扭转的传力路径如图6所示，第二左加强结构9和第二右加强结构11的汽车后减震器处的力向上传递，中横梁4上的力先向左右侧传递再向上传递(如图6中的箭头方向)。当然，该 传力路径仅是一种工况下可能的情形，不构成对本发明的限制。第一左后轮罩加强结构122的上端和第一右后轮罩加强结构132的上端可以与衣帽架连接，在无衣帽架的车型中还可以与薄板件或者其他结构连接，以衣帽架为例，中横梁4、第一左加强结构8、第二左加强结构9、第一右加强结构10、第二右加强结构11、第一左后轮罩加强结构122、第二左后轮罩加强结构123、第一右后轮罩加强结构132、第二右后轮罩加强结构133以及衣帽架共同构成了YZ平面的截面形状为方环状的结构，极大地提高汽车的扭转刚度。
优选地，左纵梁结构1形成有纵向设置的第一通道1a，第一通道1a内形成有纵向设置的第一主加强筋条1b，第一主加强筋条1b向第一通道1a的上壁以及下壁分别延伸设置有多个第一分加强筋条1c，所有第一分加强筋条1c的角度不完全相同，右纵梁结构2形成有纵向设置的第二通道2a，第二通道2a内形成有纵向设置的第二主加强筋条2b，第二主加强筋条2b向第二通道2a的上壁以及下壁分别延伸设置有多个第二分加强筋条2c，所有第二分加强筋条2c的角度不完全相同。具体地，先以第一通道1a为例，如图7所示，第一通道1a可以为开口左朝外，第一通道1a纵向设置指的是该通道沿左纵梁结构1的延伸方向设置，左纵梁结构1沿X轴的负轴方向(即由后向前)形成上弧线形状的结构，即先升高再降低，从而适应左后轮罩总成12的结构，同时对副车架14上的左部多个控制臂进行空间避让，第一主加强筋条1b可以为整段结构，也可以为包括首尾依次连接的多分段结构，每两个相邻的分段结构的连接处向第一通道1a的上壁以及下壁分别延伸设置有第一分加强筋条1c，通过这样的设置，使得第一通道1a内的所有加强筋条共同形成连贯性的结构，保证汽车后碰撞安全结构的稳定性及强度，且保证力的传递路径在第一通道1a中。再以第二通道2a为例，如图8所示，第二通道2a可以为开口右朝外，第二通道2a纵向设置指的是该通道沿右纵梁结构2的延伸方向设置，右纵梁结构2沿X轴的负轴方向(即由后向前)形成上弧线形状的结构，即先升高再降低，从而适应右后轮罩总成13的结构，同时对副车架14上的右部多个控制臂进行空间避让，第二主加强筋条2b可以为整段结构，也可以为包括首尾依次连接的多分段结构，每两个相邻的分段结构的连接处向第二通道2a的上壁以及下壁分别延伸设置有第二分加强筋条2c，通过这样的设置，使得第二通道2a内的所有加强筋条共同形成连贯性的结构，保证汽车后碰撞安全结构的稳定性及强度，且保证力的传递路径在第二通道2a中。
经过发明人反复、仔细地分析和对比，当本发明采用高压铸铝的左 后地板骨架和右后地板骨架构成的后地板骨架总成时，在相同车型的车身结构中，本发明的汽车后地板骨架总成相比于现有的汽车后地板骨架总成在重量方面能够降低30％以上，在白车身扭转刚度方面能够提升14％，在后背箱空间方面能够提高11L，在扭转模态和弯曲模态性能方面能够分别提升112％和244％，同时降低了零部件的数量，模块开发的数量，降低了连接工序，使得结构更为简单。
至此，已经结合附图所示的优选实施方式描述了本发明的技术方案，但是，本领域技术人员容易理解的是，本发明的保护范围显然不局限于这些具体实施方式。在不偏离本发明的原理的前提下，本领域技术人员可以对相关技术特征作出等同的更改或替换，这些更改或替换之后的技术方案都将落入本发明的保护范围之内。

Claims (10)

  1. 一种汽车的后地板骨架总成，其特征在于，所述后地板骨架总成包括左纵梁结构(1)、右纵梁结构(2)、前横梁(3)、中横梁(4)、后横梁(5)、中左纵梁结构(6)和中右纵梁结构(7)，所述前横梁(3)的两端分别与所述左纵梁结构(1)的前端和所述右纵梁结构(2)的前端连接，所述中横梁(4)的两端分别与所述左纵梁结构(1)的中部和所述右纵梁结构(2)的中部连接，所述后横梁(5)的两端分别与所述左纵梁结构(1)的后端和所述右纵梁结构(2)的后端连接，
    所述中左纵梁结构(6)和所述中右纵梁结构(7)均连接于所述前横梁(3)与所述中横梁(4)之间，所述中左纵梁结构(6)沿由后向前的方向逐渐向右延伸设置且所述中左纵梁结构(6)的后端靠近所述中横梁(4)与所述左纵梁结构(1)的交汇处设置以使得所述左纵梁结构(1)与所述中左纵梁结构(6)共同构成左Y型传力结构，所述中右纵梁结构(7)沿由后向前的方向逐渐向左延伸设置且所述中右纵梁结构(7)的后端靠近所述中横梁(4)与所述右纵梁结构(2)的交汇处设置以使得所述右纵梁结构(2)与所述中右纵梁结构(7)共同构成右Y型传力结构，
    所述左纵梁结构(1)上、所述左纵梁结构(1)与所述中横梁(4)的交汇处设置有向上延伸且并排设置的第一左加强结构(8)和第二左加强结构(9)，所述右纵梁结构(2)上、所述右纵梁结构(2)与所述中横梁(4)的交汇处设置有向上延伸且并排设置的第一右加强结构(10)和第二右加强结构(11)，所述第一左加强结构(8)和所述第二左加强结构(9)均与所述汽车的左后轮罩总成(12)连接，所述第一右加强结构(10)和所述第二右加强结构(11)均与所述汽车的右后轮罩总成(13)连接。
  2. 根据权利要求1所述的后地板骨架总成，其特征在于，所述前横梁(3)的两端分别与所述左纵梁结构(1)的前端和所述右纵梁结构(2)的前端一体设置，所述中横梁(4)的两端分别与所述左纵梁结构(1)的中部和所述右纵梁结构(2)的中部一体设置，所述后横梁(5)的两端分别与所述左纵梁结构(1)的后端和所述右纵梁结构(2)的后端一体设置，
    所述中左纵梁结构(6)的前端和所述中右纵梁结构(7)的前端均 与所述前横梁(3)一体设置，所述中左纵梁结构(6)的后端和所述中右纵梁结构(7)的后端均与所述中横梁(4)一体设置。
  3. 根据权利要求2所述的后地板骨架总成，其特征在于，所述前横梁(3)包括相连的左前横梁(31)和右前横梁(32)，所述中横梁(4)包括相连的左中横梁(41)和右中横梁(42)，所述后横梁(5)包括相连的左后横梁(51)和右后横梁(52)，
    所述左纵梁结构(1)、所述左前横梁(31)、所述左中横梁(41)、所述左后横梁(51)以及所述中左纵梁结构(6)共同构成一体设置的左后地板骨架，
    所述右纵梁结构(2)、所述右前横梁(32)、所述右中横梁(42)、所述右后横梁(52)以及所述中右纵梁结构(7)共同构成一体设置的右后地板骨架。
  4. 根据权利要求3所述的后地板骨架总成，其特征在于，所述左后地板骨架和所述右后地板骨架均为高压铸铝骨架。
  5. 根据权利要求1所述的后地板骨架总成，其特征在于，所述第一左加强结构(8)和所述第二左加强结构(9)均与所述左纵梁结构(1)一体设置，所述第一左加强结构(8)和所述第二左加强结构(9)一体设置，
    所述第一右加强结构(10)和所述第二右加强结构(11)均与所述右纵梁结构(2)一体设置，所述第一右加强结构(10)和所述第二右加强结构(11)一体设置。
  6. 根据权利要求1所述的后地板骨架总成，其特征在于，所述第一左加强结构(8)位于所述左纵梁结构(1)与所述中横梁(4)的交汇处，所述第二左加强结构(9)位于所述第一左加强结构(8)的后侧，所述第二左加强结构(9)与所述汽车的左后减震器连接，
    所述第一右加强结构(10)位于所述右纵梁结构(2)与所述中横梁(4)的交汇处，所述第二右加强结构(11)位于所述第一右加强结构(10)的后侧，所述第二右加强结构(11)与所述汽车的右后减震器连接。
  7. 根据权利要求1至6中任一项所述的后地板骨架总成，其特征在于，所述左纵梁结构(1)形成有纵向设置的第一通道(1a)，所述第一通道 (1a)内形成有纵向设置的第一主加强筋条(1b)，所述第一主加强筋条(1b)向所述第一通道(1a)的上壁以及下壁分别延伸设置有多个第一分加强筋条(1c)，所有所述第一分加强筋条(1c)的角度不完全相同，
    所述右纵梁结构(2)形成有纵向设置的第二通道(2a)，所述第二通道(2a)内形成有纵向设置的第二主加强筋条(2b)，所述第二主加强筋条(2b)向所述第二通道(2a)的上壁以及下壁分别延伸设置有多个第二分加强筋条(2c)，所有所述第二分加强筋条(2c)的角度不完全相同。
  8. 一种汽车，其特征在于，所述汽车包括权利要求1至7中任一项所述的后地板骨架总成，
    所述左后轮罩总成(12)包括左后轮罩(121)、第一左后轮罩加强结构(122)和第二左后轮罩加强结构(123)，所述第一左后轮罩加强结构(122)和所述第二左后轮罩加强结构(123)均设置在所述左后轮罩(121)上，所述第一左加强结构(8)与所述第一左后轮罩加强结构(122)连接，所述第二左加强结构(9)与所述第二左后轮罩加强结构(123)连接，
    所述右后轮罩总成(13)包括右后轮罩(131)、第一右后轮罩加强结构(132)和第二右后轮罩加强结构(133)，所述第一右后轮罩加强结构(132)和所述第二右后轮罩加强结构(133)均设置在所述右后轮罩(131)上，所述第一右加强结构(10)与所述第一右后轮罩加强结构(132)连接，所述第二右加强结构(11)与所述第二右后轮罩加强结构(133)连接。
  9. 根据权利要求8所述的汽车，其特征在于，所述第一左加强结构(8)为具有空腔(8a)的通道结构，所述第一左后轮罩加强结构(122)的一部分设置在所述第一左加强结构(8)的空腔(8a)中，
    所述第二左加强结构(9)为具有空腔(9a)的通道结构，所述第二左后轮罩加强结构(123)的一部分设置在所述第二左加强结构(9)的空腔(9a)中，
    所述第一右加强结构(10)为具有空腔(10a)的通道结构，所述第一右后轮罩加强结构(132)的一部分设置在所述第一右加强结构(10)的空腔(10a)中，
    所述第二右加强结构(11)为具有空腔(11a)的通道结构，所述第二右后轮罩加强结构(133)的一部分设置在所述第二右加强结构(11)的空腔(11a)中。
  10. 根据权利要求9所述的汽车，其特征在于，所述第一左后轮罩加强结构(122)为具有空腔(122a)的通道结构，
    所述第二左后轮罩加强结构(123)为具有空腔(123a)的通道结构，
    所述第一右后轮罩加强结构(132)为具有空腔(132a)的通道结构，
    所述第二右后轮罩加强结构(133)为具有空腔(133a)的通道结构。
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