A rocker panel insert, a rocker panel, and a vehicle

Abstract

This application discloses a door sill insert, a door sill, and a vehicle, relating to the field of vehicle structural component technology, and solves the problem that battery modules are easily squeezed and deformed during a side pole collision. The door sill insert includes multiple reinforcing portions and multiple connecting portions. The multiple reinforcing portions are spaced apart along a first direction. At least one connecting portion is provided between two adjacent reinforcing portions, and adjacent reinforcing portions are interconnected through the connecting portions. Each reinforcing portion includes multiple sub-reinforcing portions connected sequentially along a second direction, and the thickness of the multiple sub-reinforcing portions gradually increases along the first direction. The second direction is perpendicular to the first direction. This door sill insert is used in a vehicle.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of vehicle structural members, in particular to a rocker panel insert, a rocker panel and a vehicle. BACKGROUND

[0002] With the development of electric vehicles, there are many problems of battery module fire caused by electric vehicle collision in the society. Generally speaking, in the accident of fire caused by deformation of the battery module, the collision often occurs on the side of the vehicle.

[0003] The door of the vehicle is generally provided with a rocker panel, which is located between the collision object and the battery module. However, the existing rocker panel cannot effectively protect the battery module when a collision occurs, so that the battery module is easily extruded and deformed when a collision occurs. SUMMARY

[0004] The present application provides a rocker panel insert, a rocker panel and a vehicle to solve the problem that the battery module is easily extruded and deformed when a collision occurs during the side column collision of the vehicle. The technical scheme of the present application is as follows:

[0005] According to the first aspect of the present application, a rocker panel insert is provided, which comprises a plurality of reinforcing parts and a plurality of connecting parts. The plurality of reinforcing parts are arranged at intervals along a first direction. At least one connecting part is arranged between two adjacent reinforcing parts, and the two adjacent reinforcing parts are connected to each other through the connecting part. The reinforcing part comprises a plurality of sub-reinforcing parts connected in sequence along a second direction, and the thickness of the plurality of sub-reinforcing parts along the second direction gradually increases. The second direction is perpendicular to the first direction.

[0006] According to the above technical means, the rocker panel insert provided by the embodiments of the present application can connect the adjacent two reinforcing parts, so that the plurality of reinforcing parts and the plurality of connecting parts form a whole. When a collision occurs from the second direction, the sub-reinforcing parts gradually collapse and deform, generate compression and absorb collision energy, and gradually transition from the most collapsible area to the relatively hard area, generate compression and absorb collision energy, thereby effectively reducing the collision energy transmitted to the battery module through the energy absorption design.

[0007] In a possible implementation, the reinforcing part comprises a plurality of first reinforcing parts and a plurality of second reinforcing parts. The plurality of first reinforcing parts are connected to each other through a plurality of connecting parts to form a first rocker panel insert. The plurality of second reinforcing parts are connected to each other through a plurality of connecting parts to form a second rocker panel insert. One end of the first rocker panel insert along the first direction is detachably connected to one end of the second rocker panel insert along the first direction. The plurality of second reinforcing parts in the second rocker panel insert comprise a plurality of sub-reinforcing parts connected in sequence along the second direction.

[0008] According to the above technical means, the first door sill insert can be located at the front section of the door sill close to the vehicle front, and is mainly used to bear the impact force in the first direction under the frontal small offset working condition. The second door sill insert can be located at the rear section of the door sill close to the vehicle rear, and is mainly used to bear the impact force in the second direction under the side pole impact. The first door sill insert and the second door sill insert are connected to transmit force. The second door sill insert achieves the energy absorption effect by continuously crushing the plurality of sub-reinforcing parts connected in the second direction.

[0009] In a possible implementation, the second door sill insert is made of polyhexamethylene adipamide.

[0010] According to the above technical means, polyhexamethylene adipamide is a toughened material with high elongation and better energy absorption. Polyhexamethylene adipamide can absorb and disperse energy without sudden fracture under a large stress, which meets the working condition of the second door sill insert.

[0011] In a possible implementation, the material of the first door sill insert includes polyamide and glass fiber reinforced plastic.

[0012] According to the above technical means, since the first door sill insert mainly bears the impact force in the first direction under the frontal small offset working condition, in order to ensure the safety of the passenger compartment, it is required that the first door sill insert does not collapse and does not move back and forth during impact. Therefore, the compressive strength of the material is required to be high. Adding a certain proportion of glass fiber to polyamide can significantly improve the strength and rigidity of the material, especially the compressive strength and bending strength, which meets the working condition of the first door sill insert.

[0013] In a possible implementation, the first door sill insert further includes a first connecting part. In the first direction, the first connecting part is located on one side of the plurality of first reinforcing parts and connected with the first reinforcing part at the end. The second door sill insert further includes a second connecting part. In the first direction, the second connecting part is located on one side of the plurality of second reinforcing parts and connected with the second reinforcing part at the end. In the second direction, the first connecting part and the second connecting part are arranged in sequence and detachably connected with each other.

[0014] According to the above technical means, the first door sill insert and the second door sill insert can transmit force through the connection of the first connecting part and the second connecting part in the first direction. When one of the door sill inserts is subjected to side impact and is warped, the other connecting part limits the movement of the connecting part on the impacted door sill insert in the second direction, thereby reducing the bending of the door sill insert to a certain extent, while ensuring the effectiveness of the connection between the first door sill insert and the second door sill insert.

[0015] In a possible implementation, in the second direction, the thickness of the first reinforcing part in the first direction is the same.

[0016] According to the above technical means, the first reinforcing part with the same thickness is not prone to collapse, and is easier to produce and process, thereby reducing the production cost.

[0017] In a possible implementation, along the first direction, the distance between two adjacent first reinforcing parts is greater than the distance between two adjacent second reinforcing parts.

[0018] According to the above technical means, the distance between the second reinforcing parts is smaller, so that the second door sill insert has a better collapse effect when facing a side collision. In a possible implementation, the first reinforcing part is a sheet structure, and the thickness of the first reinforcing part along the first direction is 5 mm.

[0019] According to the above technical means, the sheet structure makes the first reinforcing part not prone to collapse and easier to process and manufacture.

[0020] In a possible implementation, along the second direction, the thickness of the plurality of sub-reinforcing parts increases uniformly in sequence.

[0021] According to the above technical means, when a side pillar collision occurs, the sub-reinforcing part with the smallest thickness starts to collapse, and gradually absorbs energy until the sub-reinforcing part with the largest thickness collapses completely. The sub-reinforcing part absorbs energy to dissipate the kinetic energy of the collision. In this way, the effect of protecting the passenger compartment and the battery module is achieved.

[0022] According to the second aspect provided in the present application, a door sill is provided, including an outer shell and at least one door sill insert. The door sill insert is arranged inside the outer shell.

[0023] According to the third aspect related to the present application, a vehicle is provided, including the door sill of the second aspect.

[0024] It should be noted that the technical effects brought by the door sill in the second aspect and the vehicle in the third aspect can refer to the technical effects brought by the corresponding implementation modes in the first aspect, which will not be repeated here.

[0025] It should be understood that the above general description and the following detailed description are only exemplary and explanatory, and cannot limit the present application. BRIEF DESCRIPTION OF DRAWINGS

[0026] The drawings incorporated into the specification and forming part of the specification, show embodiments consistent with the present application, and together with the specification, serve to explain the principles of the present application, and do not constitute an improper limitation on the present application.

[0027] Figure 1 Part of a structure schematic diagram of a vehicle provided by an embodiment of the present application;

[0028] Figure 2 Part of a structure schematic diagram of a door sill provided by an embodiment of the present application;

[0029] Figure 3 Fig. 2 is a schematic view of a part of a structure of a vehicle according to an embodiment of the present application;

[0030] Figure 4 Fig. 2 is a schematic view of a part of a structure of a vehicle according to an embodiment of the present application;

[0031] Figure 5 Fig. 2 is a schematic view of a part of a structure of a vehicle according to an embodiment of the present application;

[0032] Figure 6 Fig. 2 is a schematic view of a part of a structure of a vehicle according to an embodiment of the present application;

[0033] Figure 7 Fig. 2 is a schematic view of a part of a structure of a vehicle according to an embodiment of the present application;

[0034] Figure 8 Fig. 2 is a schematic view of a part of a structure of a vehicle according to an embodiment of the present application;

[0035] Figure 9 Fig. 2 is a schematic view of a part of a structure of a vehicle according to an embodiment of the present application;

[0036] Figure 10 Fig. 2 is a schematic view of a part of a structure of a vehicle according to an embodiment of the present application.

[0037] BRIEF DESCRIPTION OF THE DRAWINGS

[0038] 100 - vehicle;

[0039] 1 - rocker; 11 - rocker insert; 111 - first rocker insert; 1111 - first reinforcing portion; 1112 - first connecting portion; 112 - second rocker insert; 112a - upper region; 112b - lower region; 1121 - second reinforcing portion; 11211 - sub-reinforcing portion; 1122 - second connecting portion; 11a - reinforcing portion; 11b - connecting portion; 12 - thermal expansion structure adhesive; 13 - outer shell; 131 - inner rocker panel; 132 - outer rocker panel; 14 - bolt;

[0040] 2 - front seat front cross beam; 3 - front seat rear cross beam. DETAILED DESCRIPTION

[0041] In order to make the ordinary person skilled in the art better understand the technical solutions of the present application, the technical solutions in the embodiments of the present application will be described clearly and completely below with reference to the drawings.

[0042] It is to be understood that the terms "first", "second", and the like used in the description and the claims of the present application as well as the preceding drawings do not necessarily have to constitute a specific order or sequence, unless explicitly stated otherwise. It is to be understood that the terms as used in the following exemplary embodiments are interchangeable under appropriate circumstances, such that the embodiments of the present application described herein can be carried out in other than the order illustrated or described herein. The embodiments described in the following exemplary embodiments are not meant to be an all-inclusive exposition of all embodiments consistent with the present application. Rather, they are merely examples of apparatuses and methods consistent with some aspects of the present application as detailed in the appended claims.

[0043] With the development of automobile electrification, electric vehicles are becoming more and more popular, and there are many problems of battery module fire caused by electric vehicle collision in the society, which causes great concern and worry of consumers, and also brings severe challenges to the design of electric vehicles.

[0044] Generally speaking, in the case of fire caused by deformation of the battery module, the collision often occurs on the side of the vehicle. In view of this, domestic and foreign automobile evaluation institutions have increased the side column impact condition to evaluate the electrical safety of electric vehicles. The side column impact condition refers to a test scene simulating the collision between the side of the vehicle and a fixed column object (such as a tree, a lamp pole, a traffic sign pole, etc.) in the safety evaluation of the vehicle.

[0045] This form of collision is more complex and dangerous than frontal or rear-end collision. In the side column impact, due to the large rigidity of the fixed column and the relatively small contact area, the intrusion amount to the side of the vehicle during the collision is very large, which easily leads to serious deformation of the vehicle structure, directly threatening the integrity of the passenger compartment and the integrity of the battery module.

[0046] The side of the vehicle is a relatively weak part of the vehicle structure, lacking an energy-absorbing area like the engine compartment or the luggage compartment, and the rocker is the only structural member between the column and the battery module, so the rocker plays a role in blocking the intrusion of the column and absorbing the collision energy. The more energy absorbed by the rocker, the smaller the risk of extrusion deformation of the battery module.

[0047] To improve the energy absorption and crash resistance of the rocker, the existing vehicle generally fills aluminum alloy profiles, steel pipes or box pieces in the rocker cavity. The rocker insert of this structure is prone to incomplete crushing during the column impact, resulting in insufficient energy absorption of the rocker, excessive intrusion of the battery cell, and risk of fire of the battery module.

[0048] To solve the problem of how to reduce the intrusion amount of the battery module cell during the side column impact of the vehicle, the present application provides a vehicle. In order to realize the basic functions of the vehicle, the vehicle can include a vehicle body, a chassis, a power system, an electrical system and other components.

[0049] The vehicle body can include a vehicle frame, a vehicle door, and a vehicle window. The vehicle frame can form an overall shape configuration of the outside of the vehicle and form a seating space for accommodating passengers. As shown in Figure 1 , Figure 1 FIG. 1 is a schematic diagram of a partial structure of a vehicle 100 according to an embodiment of the present application. The vehicle frame includes a rocker 1, a front seat front cross beam 2, and a front seat rear cross beam 3. The rocker 1 abuts against the front seat front cross beam 2 and the front seat rear cross beam 3. The vehicle door can be rotatably connected to the vehicle frame and can open or close the internal driving space. The vehicle window can be installed on the vehicle door or the vehicle frame to facilitate the passengers to observe the external environment.

[0050] The chassis can include components such as a transmission system and a driving system. The driving system can drive the wheels to rotate. According to different driving modes of the driving system, the driving system can be divided into front drive, rear drive, and four-wheel drive arrangements. The transmission system can transmit the power generated by the engine to the wheels.

[0051] The power system can provide power for the vehicle 100, so that the vehicle 100 can complete the basic driving function. According to the type of the vehicle 100, the composition of the power system is also different. For example, when the vehicle 100 is an electric vehicle, the power system can include an electric motor.

[0052] In order to supply power to the electric motor and other electrical components, the vehicle 100 provided by the embodiment of the present application further includes a battery system. The battery system can include a battery module, which can be used to provide electrical energy. The battery module can be electrically connected to the electrical components of the vehicle. In this way, the electrical energy of the battery module can be transmitted to the electrical components of the vehicle 100 for power supply.

[0053] As shown in Figure 2 , Figure 2 FIG. 1 is a schematic diagram of a partial structure of a rocker 1 according to an embodiment of the present application. The rocker 1 includes a rocker insert 11, an outer shell 13, and a bolt 14.

[0054] The rocker insert 11 is arranged inside the outer shell 13. The outer shell 13 includes a rocker inner plate 131 and a rocker outer plate 132. The rocker inner plate 131 and the rocker outer plate 132 can be connected by welding. The rocker inner plate 131 can be connected to the front seat front cross beam 2 ( Figure 1 ) and the front seat rear cross beam 3 ( Figure 1 ) by the bolt 14, respectively.

[0055] The rocker insert 11 can be arranged inside the outer shell 13. For example, an installation space can be formed between the rocker inner plate 131 and the rocker outer plate 132.

[0056] The threshold insert 11 is threaded at the position corresponding to the installation position of the threshold outer plate 132, and the threshold insert 11 and the threshold outer plate 132 are pre-installed and connected by bolts 14, and the threshold insert 11 and the threshold outer plate 132 installed as a whole are installed on the threshold inner plate 131. For example, the specification of the bolt 14 is M6.

[0057] As shown in Figure 3 , Figure 3 , a partial structure schematic diagram of a threshold 1 provided by an embodiment of the present application, the threshold 1 further comprises a thermal expansion structural adhesive 12. For example, the thermal expansion structural adhesive 12 can be an epoxy structural adhesive. The thermal expansion structural adhesive 12 is arranged between the shell 13 ( Figure 2 ) and the threshold insert 11.

[0058] For example, after the thermal expansion structural adhesive 12 is baked at a temperature greater than 180℃, the thickness of the thermal expansion structural adhesive 12 can be foamed to 2.5 times the original, and the threshold insert 11, the threshold inner plate 131 and the threshold outer plate 132 are bonded to form a stable structure threshold 1.

[0059] As shown in Figure 2 , the threshold insert 11 comprises a plurality of reinforcing portions 11a and a plurality of connecting portions 11b, and the plurality of reinforcing portions 11a are arranged at intervals along the first direction X. At least one connecting portion 11b is arranged between the adjacent two reinforcing portions 11a, and the adjacent two reinforcing portions 11a are connected to each other through the connecting portion 11b.

[0060] The connecting portion 11b can connect the adjacent two reinforcing portions 11a, so that the plurality of reinforcing portions 11a and the plurality of connecting portions 11b form an integral whole.

[0061] For example, as shown in Figure 5 , Figure 5 , a structure schematic diagram of a threshold insert 11 provided by an embodiment of the present application, the reinforcing portion 11a and the connecting portion 11b can be a sheet structure. The plurality of reinforcing portions 11a are arranged in parallel at intervals, and a plurality of connecting portions 11b are arranged between the adjacent two reinforcing portions 11a. The reinforcing portion 11a and the connecting portion 11b can form a three-dimensional mesh structure.

[0062] The reinforcing portions 11a are spaced from each other by the connecting portions 11b, so that the mesh-like structure can disperse the force to each position of the mesh-like structure when subjected to external force, rather than concentrating on a single point or a few points, ensuring the structural strength and helping to maintain the integrity of the structure when the vehicle 100 is subjected to side impact, protecting the safety of passengers. On the other hand, compared with the solid structure, the mesh structure reduces the use of materials through the design of hollow, greatly reducing the weight of the part. This is particularly important for modern automobile design which pursues light weight, and helps to improve fuel efficiency or extend the cruising range of electric vehicles.

[0063] For example, based on Figure 5 In the illustrated scheme, the thermally expandable structural adhesive 12 can be intermittently embedded in the groove formed by the sill insert 11. After the thermally expandable structural adhesive 12 is heated and foamed, it can fill the sill insert 11 and the outer shell 13 at their respective locations. Figure 2 The gaps between the cavities formed.

[0064] like Figure 4 , Figure 4 This is a partial structural diagram of a vehicle 100 provided in an embodiment of this application. In practical application, the cavities corresponding to the sill 1 and the front crossbeam 2 of the front seat can be filled with thermally expanded structural adhesive 12, so that there are no gaps between the sill insert 11 and the outer shell 13, allowing for smooth force transmission during a collision. Similarly, in the rear crossbeam 3 of the front seat ( Figure 1 The threshold 1 at the corresponding position should also be set in the same way.

[0065] In some embodiments, such as Figure 5 As shown, Figure 5 This is a schematic diagram of the structure of a door sill insert 11 provided in an embodiment of this application. The reinforcing part 11a includes a plurality of sub-reinforcing parts 11211 connected sequentially along the second direction Y, and the thickness of the plurality of sub-reinforcing parts 11211 gradually increases along the first direction X. The direction perpendicular to the plane where the door is located is defined as the second direction Y, and the second direction Y is perpendicular to the first direction X.

[0066] Under side pillar impact conditions, the sub-reinforcement section 11211 gradually collapses and deforms, generating compression and absorbing impact energy. It gradually transitions from the thinnest and most easily collapsed area to the thickest and more rigid area, generating compression and absorbing impact energy. Through energy absorption design, the impact energy transmitted to the battery module is effectively reduced.

[0067] In some embodiments, the thickness of the plurality of sub-reinforcing portions 11211 increases uniformly in sequence along the second direction Y. In this way, the energy absorption effect of the plurality of sub-reinforcing portions 11211 is enhanced more uniformly, so that the sub-reinforcing portions 11211 can be crushed better when subjected to impact, and play a better role in protecting the battery module.

[0068] For example, such as Figure 5 As shown, in the same reinforcing part 11a ( Figure 5The seven sub-stiffeners 11211 (not shown) arranged on the vehicle body are arranged to have thicknesses of 3.8 mm, 4.0 mm, 4.2 mm, 4.4 mm, 4.6 mm, 4.8 mm, and 5.0 mm, respectively. In the side column impact, the outermost sub-stiffener 11211 having a thickness of 3.8 mm is first contacted by the impact column, and the sub-stiffener 11211 having a thickness of 3.8 mm is collapsed to absorb energy. When the sub-stiffener 11211 having a thickness of 3.8 mm is completely collapsed, the sub-stiffener 11211 having a thickness of 4.0 mm is contacted by the impact column, and the sub-stiffener 11211 having a thickness of 4.0 mm is collapsed to absorb energy. The sub-stiffeners 11211 are gradually collapsed until the energy of the impact is exhausted, and finally the sub-stiffener 11211 having a thickness of 5.0 mm is collapsed. In this way, the passenger compartment and the battery module are protected.

[0069] In some embodiments, as shown in FIG. 1, the stiffener 11a includes a plurality of first stiffeners 1111 and a plurality of second stiffeners 1121. The plurality of first stiffeners 1111 are connected to each other by a plurality of connecting portions 11b to form a first rocker panel insert 111. The plurality of second stiffeners 1121 are connected to each other by a plurality of connecting portions 11b to form a second rocker panel insert 112. One end of the first rocker panel insert 111 along a first direction X is detachably connected to one end of the second rocker panel insert 112 along the first direction X. Figure 2

[0070] In some embodiments, as shown in FIG. 1, the stiffener 11a includes a plurality of first stiffeners 1111 and a plurality of second stiffeners 1121. The plurality of first stiffeners 1111 are connected to each other by a plurality of connecting portions 11b to form a first rocker panel insert 111. The plurality of second stiffeners 1121 are connected to each other by a plurality of connecting portions 11b to form a second rocker panel insert 112. One end of the first rocker panel insert 111 along a first direction X is detachably connected to one end of the second rocker panel insert 112 along the first direction X. Figure 2 Figure 3 In some embodiments, as shown in FIG. 1, the stiffener 11a includes a plurality of first stiffeners 1111 and a plurality of second stiffeners 1121. The plurality of first stiffeners 1111 are connected to each other by a plurality of connecting portions 11b to form a first rocker panel insert 111. The plurality of second stiffeners 1121 are connected to each other by a plurality of connecting portions 11b to form a second rocker panel insert 112. One end of the first rocker panel insert 111 along a first direction X is detachably connected to one end of the second rocker panel insert 112 along the first direction X.

[0071] In some embodiments, as shown in FIG. 1, the stiffener 11a includes a plurality of first stiffeners 1111 and a plurality of second stiffeners 1121. The plurality of first stiffeners 1111 are connected to each other by a plurality of connecting portions 11b to form a first rocker panel insert 111. The plurality of second stiffeners 1121 are connected to each other by a plurality of connecting portions 11b to form a second rocker panel insert 112. One end of the first rocker panel insert 111 along a first direction X is detachably connected to one end of the second rocker panel insert 112 along the first direction X.

[0072] In some embodiments, as shown in FIG. 1, the stiffener 11a includes a plurality of first stiffeners 1111 and a plurality of second stiffeners 1121. The plurality of first stiffeners 1111 are connected to each other by a plurality of connecting portions 11b to form a first rocker panel insert 111. The plurality of second stiffeners 1121 are connected to each other by a plurality of connecting portions 11b to form a second rocker panel insert 112. One end of the first rocker panel insert 111 along a first direction X is detachably connected to one end of the second rocker panel insert 112 along the first direction X. Figure 6 Figure 6 In some embodiments, as shown in FIG. 1, the stiffener 11a includes a plurality of first stiffeners 1111 and a plurality of second stiffeners 1121. The plurality of first stiffeners 1111 are connected to each other by a plurality of connecting portions 11b to form a first rocker panel insert 111. The plurality of second stiffeners 1121 are connected to each other by a plurality of connecting portions 11b to form a second rocker panel insert 112. One end of the first rocker panel insert 111 along a first direction X is detachably connected to one end of the second rocker panel insert 112 along the first direction X. ​​​

[0073] In this way, the front seat front cross beam 2 can provide a support force in the second direction Y for the connecting portion in the side column impact condition, to a certain extent, avoid the bending deformation of the connecting portion of the first door sill insert 111 and the second door sill insert 112 caused by the impact, and make the first door sill insert 111 and the second door sill insert 112 fail to connect.

[0074] In some embodiments, the second door sill insert 112 is made of polyhexamethylene adipamide. Figure 6 As shown in the arrangement, when the second door sill insert 112 is connected to the rear of the side of the front seat front cross beam 2, the plurality of second reinforcing portions 1121 in the second door sill insert 112 includes a plurality of sub-reinforcing portions 11211 connected in sequence along the second direction Y in some embodiments. Figure 5 )。

[0075] In some embodiments, the second door sill insert 112 is made of polyhexamethylene adipamide. Figure 6 As shown in the arrangement, in actual application, the impact position in the side column impact condition is generally concentrated on the second door sill insert 112, so the second door sill insert 112 is required to have a better crushing deformation effect, the more energy the second door sill insert 112 absorbs, the smaller the risk of extrusion deformation of the battery module. Therefore, the second door sill insert 112 adopts a design with sub-reinforcing portions 11211, which can better absorb energy when a side impact occurs. In some embodiments, the second door sill insert 112 is made of polyhexamethylene adipamide. Polyhexamethylene adipamide is a toughening material with high elongation and better energy absorption. It can absorb and disperse energy without sudden rupture under a large stress, which meets the working condition of the second door sill insert 112.

[0076] In some embodiments, as shown in the arrangement, Figure 7 , Figure 7 is a cross-sectional schematic view of a door sill 1 provided by an embodiment of the present application. The second door sill insert 112 has an upper region 112a and a lower region 112b. The upper region 112a fills the cavity formed by the door sill inner plate 131 and the door sill outer plate 132. The lower region 112b is partially hollow. The upper region 112a can be arranged opposite to the front seat front cross beam 2 and connected to each other. Figure 4 The battery module can be located below the front seat front cross beam 2 and arranged opposite to the lower region 112b.

[0077] Referring to Figure 7 , in the side column impact condition, the impact force passes through the door sill outer plate 132, the thermal expansion structural adhesive 12, the upper region 112a of the second door sill insert 112, the thermal expansion structural adhesive 12, and the door sill inner plate 131 to the front seat front cross beam 2. Figure 4 It can be understood that the impact force will also be transmitted to the front seat rear cross beam 3 in the same way. Figure 1

[0078] As​Figure 7 As shown, to protect the battery module from intrusion during a collision, the second sill insert 112 is spaced apart from the battery module and the outer sill plate 132 in the lower region 112b corresponding to the battery module. This concentrates the main force transmission channel in the upper region 112a, reducing pressure on the battery module.

[0079] like Figure 7 As shown, a portion of the second reinforcing portion 1121 may be located in the upper region 112a, and another portion may be located in the lower region 112b. In some embodiments, such as Figure 7 As shown, the second reinforcing portion 1121 of the second threshold insert 112 can respectively include multiple sub-reinforcing portions 11211 corresponding to the upper region 112a and the lower region 112b. For example, as... Figure 7 The second reinforcing part 1121 in the lower region 112b has two sequentially connected sub-reinforcing parts 11211, with thicknesses of 3 mm and 3.5 mm respectively along the first direction X.

[0080] In some embodiments, the thickness of the first reinforcing portion 1111 is the same along the first direction X as along the second direction Y.

[0081] Since the first sill insert 111 mainly bears the impact force along the first direction X under a small frontal offset condition, in order to ensure the safety of the passenger compartment, it is necessary to ensure that the first sill insert 111 does not collapse or move back and forth during an impact. Therefore, the first reinforcing part 1111 of the first sill insert 111 is designed to have the same thickness in the first aspect. In this way, on the one hand, the first reinforcing part 1111 will not collapse under a small frontal offset condition. On the other hand, the first reinforcing part 1111 with the same thickness is easier to process, reducing production costs.

[0082] In some embodiments, such as Figure 8 , Figure 8 This is a schematic diagram of the structure of a threshold insert 11 provided in an embodiment of this application. The first reinforcing part 1111 is a sheet structure, and the thickness of the first reinforcing part 1111 along the first direction X is 5mm.

[0083] In some embodiments, the first sill insert 111 is made of polyamide and glass fiber reinforced plastic. Since the first sill insert 111 primarily bears the impact force along the first direction X under a small frontal offset condition, to ensure the safety of the passenger compartment, it is necessary to ensure that the first sill insert 111 does not collapse or move back and forth during an impact. Therefore, the first sill insert 111 requires high compressive strength. Adding glass fiber reinforced plastic to the polyamide significantly improves the material's strength and rigidity, especially its compressive and flexural strength, meeting the requirements of a small frontal offset condition. For example, the mass percentages of polyamide and glass fiber reinforced plastic can be 65% and 35%, respectively.

[0084] On the other hand, as Figure 2 shown, the existing vehicle model is constantly pursuing the lightweight of the body structure for energy saving and emission reduction and cost saving. The aluminum profile reinforcement is filled in the cavity of the threshold 1, and the weight of the aluminum profile reinforcement is between 15 kg and 26 kg, which does not meet the lightweight requirement of the threshold 1. The first threshold insert 111 and the second threshold insert 112 use the above-mentioned material, which can significantly reduce the weight of the threshold insert 11 from the original 16.5 kg to 8 kg.

[0085] In some embodiments, as Figure 9 shown, Figure 9 A cross-sectional view of a threshold 1 provided by an embodiment of the present application is shown. The first threshold insert 111 is designed to fill the cavity formed by the inner panel 131 and the outer panel 132 of the threshold, so that there is a larger area to disperse the impact force brought by the small offset working condition.

[0086] In some embodiments, as Figure 6 shown, the first threshold insert 111 further includes a first connecting portion 1112. The first connecting portion 1112 is located on one side of the plurality of first reinforcing portions 1111 along the first direction X and is connected with the first reinforcing portion 1111 of the end portion. The second threshold insert 112 further includes a second connecting portion 1122. The second connecting portion 1122 is located on one side of the plurality of second reinforcing portions 1121 along the first direction X and is connected with the second reinforcing portion 1121 of the end portion.

[0087] The first connecting portion 1112 and the second connecting portion 1122 are arranged in sequence along the second direction Y and are detachably connected with each other.

[0088] For example, as Figure 6 shown, the first connecting portion 1112 of the first threshold insert 111 and the second connecting portion 1122 of the second threshold insert 112 form an L-shaped structure for connection. The first threshold insert 111 and the second threshold insert 112 are connected by the mutual abutment of the L-shaped first connecting portion 1112 and the L-shaped second connecting portion 1122. The surfaces of the first connecting portion 1112 and the second connecting portion 1122 abut each other and are connected by adhesive. The overlapping position of the L-shaped structure is connected by bolts. For example, two bolts can be provided.

[0089] The L-shaped first connecting portion 1112 of the first sill insert 111 is located away from the front crossbeam 2 of the front seat, and the L-shaped second connecting portion 1122 of the second sill insert 112 is located closer to the front crossbeam 2 of the front seat. When a side pillar impact occurs, the second sill insert 112 is bent by the impact, and the end of the second connecting portion 1122 will warp, disrupting the connection between the first sill insert 111 and the second sill insert 112. At this time, the L-shaped first connecting portion 1112 of the first sill insert 111 presses against the L-shaped second connecting portion 1122 of the second sill insert 112 in the second direction Y, preventing excessive warping of the second sill insert 112 and raising the sill 1 ( Figure 2 The bending resistance of ) reduces the threshold 1 ( Figure 2 ) bending deformation, to prevent the inner sill plate 131 ( Figure 2 ) and door sill outer panel 132 ( Figure 2 The solder joints of the first sill insert 111 and the second sill insert 112 fail, thereby ensuring the effectiveness of force transmission along the first direction X.

[0090] In some embodiments, such as Figure 10 As shown, Figure 10 This is a partial structural diagram of a vehicle 100 provided in an embodiment of this application. The joint where the first connecting portion 1112 of the first sill insert 111 and the second connecting portion 1122 of the second sill insert 112 are connected can be designed at one-third of the length of the front crossbeam 2 of the front seat that it abuts against, in the direction close to the first sill insert 111. In this way, the second sill insert 112 can abut against two-thirds of the area of ​​the front crossbeam 2 of the front seat.

[0091] Since the side pillar impact point often occurs at the second sill insert 112, the second sill insert 112 has to bear more force in the second direction Y. Therefore, there should be as many points of contact with the front crossbeam 2 of the front seat as possible to provide more support for the second sill insert 112.

[0092] In some embodiments, such as Figure 2 As shown, along the first direction X, the distance between two adjacent first reinforcing portions 1111 is greater than the distance between two adjacent second reinforcing portions 1121. For example, in the first sill insert 111, the distance between two adjacent first reinforcing portions 1111 is 35mm. In the second sill insert 112, the distance between two adjacent second reinforcing portions 1121 is 25mm. The thickness of the first reinforcing portion 1111 along the first direction X is 5mm, and the thickness of the second reinforcing portion 1121 along the first direction X is 3.8mm to 5mm. The second reinforcing portion 1121 is thinner in the first direction X. To ensure a crushing effect, the distance between two adjacent second reinforcing portions 1121 is smaller than the distance between two adjacent first reinforcing portions 1111.

[0093] Experiments show that the threshold insert 11 of the above embodiment can reduce the battery module deformation from the original 9mm to 2.6mm, thereby meeting the target value that the battery module deformation is not more than 3mm, and achieving the performance requirement of protecting the battery module.

Claims

1. A threshold insert, characterized in that, include: Multiple reinforcing parts are provided at intervals along a first direction, which is parallel to the orientation of the front of the vehicle. as well as, Multiple connecting parts are provided, at least one of the connecting parts is provided between two adjacent reinforcing parts, and two adjacent reinforcing parts are connected to each other through the connecting parts; The reinforcing portion includes a plurality of sub-reinforcing portions connected sequentially along a second direction, and the thickness of the plurality of sub-reinforcing portions gradually increases along the second direction; the second direction is perpendicular to the plane where the door is located and perpendicular to the first direction; The reinforcing part includes a plurality of first reinforcing parts and a plurality of second reinforcing parts; the plurality of first reinforcing parts are interconnected by a plurality of connecting parts to form a first sill insert; the plurality of second reinforcing parts are interconnected by a plurality of connecting parts to form a second sill insert; The first sill insert further includes a first connecting portion, which is located on one side of the plurality of first reinforcing portions along the first direction and is connected to the first reinforcing portion at the end. The second sill insert further includes a second connecting portion, which is located on one side of the plurality of second reinforcing portions along the first direction and is connected to the second reinforcing portion at the end; Along the second direction, the first connecting part and the second connecting part are arranged in sequence and are detachably connected to each other.

2. The sill insert according to claim 1, characterized in that, The second reinforcement portion in the second sill insert includes a plurality of said sub-reinforcement portions connected sequentially along the second direction.

3. The sill insert according to claim 2, characterized in that, The second threshold insert is made of polyhexamethylene adipamide.

4. The sill insert according to claim 2, characterized in that, The first sill insert is made of polyamide and glass fiber reinforced plastic.

5. The sill insert according to claim 1, characterized in that, Along the second direction, the thickness of the first reinforcing portion is the same in the first direction.

6. The sill insert according to claim 1, characterized in that, Along the first direction, the distance between two adjacent first reinforcing parts is greater than the distance between two adjacent second reinforcing parts.

7. The sill insert according to claim 5, characterized in that, The first reinforcing part is a sheet-like structure, and the thickness of the first reinforcing part along the first direction is 5 mm.

8. The sill insert according to claim 2, characterized in that, Along the second direction, the thickness of the plurality of sub-reinforcing portions increases uniformly in sequence.

9. A threshold, characterized in that, It includes a housing and a threshold insert as described in any one of claims 1 to 8; the threshold insert is disposed inside the housing.

10. A vehicle, characterized in that, Includes the threshold as described in claim 9.

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