Test method for vehicle door sill offset impact performance

Abstract

The present invention discloses a method for testing the offset collision performance of an automobile threshold, which relates to the field of vehicle safety technology. The method comprises the following steps: creating a full-vehicle collision simulation model and performing full-vehicle collision simulation to obtain a target shear force value at the threshold assembly; obtaining the unit connection strength of the connecting structures used between the various structures at the threshold assembly and the corresponding number of units used, and calculating a theoretical shear force value at the threshold assembly; determining whether the theoretical shear force value is greater than the target shear force value; designing a test bench for performing a shear force test on the threshold assembly, fixing the threshold assembly to be tested on the test bench for performing the shear force test, and obtaining an actual shear force value at the threshold assembly; determining whether the actual shear force value is greater than the target shear force value; and recording characteristic information of the threshold assembly. The present invention can effectively reduce vehicle R&D and manufacturing costs, and can also effectively improve the efficiency of threshold structure strength design, saving time and effort.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicle safety, and in particular to a method for testing the offset collision performance of an automobile door sill. Background Art

[0002] At present, mainstream car companies will first establish a collision simulation model of the whole vehicle during the vehicle development stage, and evaluate the offset collision performance through simulation. At the same time, in the actual vehicle verification stage, the design effect is verified through the offset collision of the whole vehicle. However, the above method still has the following three problems: 1. It is difficult for the whole vehicle level simulation to accurately simulate the failure of the structural adhesive between the door sill sheet metal and the aluminum profile inside the door sill in the door sill area; 2. If the results of the simulation stage are not accurate enough, the aluminum profile inside the door sill may slip during the offset collision of the whole vehicle. Since many parts are involved, it is difficult to identify the main cause and formulate countermeasures; 3. If the aluminum profile inside the door sill slips during the offset collision test of the whole vehicle, resulting in excessive intrusion into the passenger compartment, the corrective measures often require the modification of the mold or reopening of the parts in the door sill area, increasing the number of collision test rounds, which is very expensive. Summary of the Invention

[0003] The main purpose of this invention is to propose a vehicle door sill offset collision performance test method, which aims to effectively save vehicle R&D and manufacturing costs, and can also effectively improve the efficiency of door sill structure strength design, saving time and effort.

[0004] To achieve the above-mentioned object, the present invention provides a vehicle door sill offset collision performance test method, wherein the vehicle door sill offset collision performance test method comprises the following steps:

[0005] Create a full-vehicle collision simulation model and perform full-vehicle collision simulation to obtain the target shear force value at the door sill assembly;

[0006] Obtain the unit connection strength of the connection structure used between the various structures at the threshold assembly and the corresponding number of units used, and calculate the theoretical shear force value at the threshold assembly;

[0007] Determine whether the theoretical shear force value is greater than the target shear force value;

[0008] If yes, then design a test bench for performing a shear force test on the door sill assembly, and fix the door sill assembly to be tested on the test bench to perform the shear force test and obtain the actual shear force value at the door sill assembly;

[0009] Determine whether the actual shear force value is greater than the target shear force value;

[0010] If so, the characteristic information of the door sill assembly is recorded.

[0011] In one embodiment, the door sill assembly includes an outer door sill, an inner door sill, and a component. An installation cavity is formed between the outer door sill and the inner door sill. The component is installed in the installation cavity, and the component is connected to the outer door sill via a connecting structure.

[0012] In one embodiment, the connection structure includes structural adhesive and / or rivets, and the steps of obtaining the unit connection strength of the connection structure used between the structures at the door sill assembly and the corresponding number of units used, and calculating the theoretical shear force value at the door sill assembly include:

[0013] Obtaining the connection strength per unit area of ​​the structural adhesive and / or the connection strength of the rivet;

[0014] Obtain the effective coating area of ​​structural adhesive and / or the number of rivet connections between the inner door sill and the component;

[0015] Calculate and obtain the theoretical shear force value at the threshold assembly.

[0016] In one embodiment, the step of obtaining the connection strength per unit area of ​​the structural adhesive and / or the connection strength of the rivet includes:

[0017] A sheet combination is produced to verify the connection strength per unit area of ​​the structural adhesive and / or the connection strength of the rivet, and a shear force test is performed to obtain the connection strength per unit area of ​​the structural adhesive and / or the connection strength of the rivet.

[0018] In one embodiment, the step of obtaining the effective coating area of ​​the structural adhesive and / or the number of rivet connections between the inner door sill and the component includes:

[0019] Dismantle the door sill assembly and measure the effective glue coating area and the number of rivet connections between the outer door sill and the components.

[0020] In one embodiment, the step of disassembling the door sill assembly and measuring the effective glue coating area and the number of rivet connections between the outer door sill and the component includes:

[0021] After baking the manufactured threshold assembly, the outer threshold, inner threshold and components are disassembled to confirm the effective coating area of ​​the structural adhesive and the number of rivet connections.

[0022] In one embodiment, the test bench comprises:

[0023] a frame, disposed around the threshold assembly to fix the threshold assembly; and

[0024] The pressing head extends from one end of the frame into the installation cavity to press the component.

[0025] In one embodiment, the pressing direction of the pressing head is the same as the direction of the collision impact force in the whole vehicle collision simulation.

[0026] In one embodiment, if so, a test bench is designed for performing a shear force test on the door sill assembly, and the door sill assembly to be tested is fixed on the test bench for performing the shear force test. The step of obtaining the actual shear force value of the door sill assembly includes:

[0027] The threshold assembly to be tested is fixed on the frame, and the pressure head is pressed against the component of the threshold assembly, and the pressing pressure of the pressure head is gradually increased until the component moves relative to the outer threshold, and the pressing pressure value at this time is used as the actual shear force value.

[0028] In one embodiment, the target shear force value is a maximum shear force value that the door sill assembly can withstand under an offset collision condition in a full vehicle collision simulation.

[0029] The technical solution of the present invention mainly provides a method for verifying the performance of the vehicle body in an offset collision, which can be performed on the threshold assembly before the whole vehicle collides, so as to achieve the purpose of local troubleshooting and to conduct offset collision performance verification of the local structure of the whole vehicle in advance. Compared with the whole vehicle verification, it is low-cost, time-saving and labor-saving, thus saving the number of rounds of whole vehicle collisions. Specifically, for the offset collision performance verification of the threshold assembly, the target shear force value required to be achieved at the threshold assembly is first obtained through whole vehicle collision simulation, and based on this, the threshold assembly structure that can withstand shear forces exceeding the target shear force value is obtained, thereby meeting the safety considerations in the vehicle development process and meeting the vehicle safety requirements. After obtaining the target shear force value at the threshold assembly, it is first necessary to determine whether the theoretical shear force value of the designed threshold assembly is greater than the target shear force value. If the target shear force value is not reached, the threshold assembly needs to be adjusted. When it exceeds the target shear force value, the difference between the theoretical and actual values ​​needs to be considered. That is, there may be a situation where the theoretical value meets the requirement but the actual value does not meet the requirement. At this time, the actual shear force value that the threshold assembly can withstand is directly measured using the designed special test bench. The actual shear force value can be intuitively compared with the target shear force value through the measured value to determine whether the threshold assembly needs further adjustment. With this arrangement, on the one hand, the threshold assembly does not need to be tested on the entire vehicle when it is designed and adjusted, which reduces design and manufacturing costs and shortens adjustment time. On the other hand, the components are tested separately, which facilitates locking the adjustment amount and reduces the difficulty of design adjustment. BRIEF DESCRIPTION OF THE DRAWINGS

[0030] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the following briefly introduces the drawings required for use in the embodiments or the description of the prior art. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on the structures shown in these drawings without paying any creative work.

[0031] Figure 1 A schematic flow chart of the steps of a first embodiment of a vehicle door sill offset collision performance test method provided by the present invention;

[0032] Figure 2 A schematic flow chart of the steps of a second embodiment of the vehicle door sill offset collision performance test method provided by the present invention;

[0033] Figure 3 A schematic flow chart of the steps of a third embodiment of the vehicle door sill offset collision performance test method provided by the present invention;

[0034] Figure 4 A schematic flow chart of the steps of a fourth embodiment of the vehicle door sill offset collision performance test method provided by the present invention;

[0035] Figure 5 A schematic flow chart of the steps of a fifth embodiment of the vehicle door sill offset collision performance test method provided by the present invention;

[0036] Figure 6 A schematic flow chart of the steps of a sixth embodiment of the vehicle door sill offset collision performance test method provided by the present invention;

[0037] Figure 7 A schematic plan view of a door sill assembly involved in the vehicle door sill offset collision performance test method provided by the present invention;

[0038] Figure 8 for Figure 7 Schematic diagram of the cross section at point A;

[0039] Figure 9 This is a schematic diagram of the three-dimensional structure of the test bench involved in the vehicle door sill offset collision performance test method provided by the present invention.

[0040] Description of Figure Numbers:

[0041] 100. Door sill assembly; 1. Outer door sill; 2. Inner door sill; 3. Component; 4. Mounting cavity; 5. Connection structure; 51. Structural adhesive; 52. Rivet; 200. Test bench; 6. Frame; 7. Press head.

[0042] The purpose, features and advantages of the present invention will be further described with reference to the accompanying drawings and in conjunction with the embodiments. DETAILED DESCRIPTION

[0043] The following will clearly and completely describe the technical solutions in the embodiments of the present invention in conjunction with the accompanying drawings. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making any creative efforts shall fall within the scope of protection of the present invention.

[0044] It should be noted that if the embodiments of the present invention involve directional indications (such as up, down, left, right, front, back, etc.), the directional indications are only used to explain the relative position relationship, movement status, etc. between the components under a certain specific posture. If the specific posture changes, the directional indications will also change accordingly.

[0045] In addition, if there are descriptions involving "first", "second", etc. in the embodiments of the present invention, the descriptions of "first", "second", etc. are only for descriptive purposes and cannot be understood as indicating or suggesting their relative importance or implicitly indicating the number of the indicated technical features. Therefore, the features limited to "first" and "second" may explicitly or implicitly include at least one of such features. In addition, if "and / or" or "and / or" appears in the full text, its meaning includes three parallel solutions. Taking "A and / or B" as an example, it includes solution A, solution B, or solutions that satisfy both A and B. In addition, the technical solutions between the various embodiments can be combined with each other, but it must be based on the ability of ordinary technicians in this field to implement. When the combination of technical solutions is mutually contradictory or cannot be implemented, it should be deemed that such a combination of technical solutions does not exist and is not within the scope of protection required by the present invention.

[0046] At present, mainstream car companies will first establish a collision simulation model of the whole vehicle during the vehicle development stage, and evaluate the offset collision performance through simulation. At the same time, in the actual vehicle verification stage, the design effect is verified through the offset collision of the whole vehicle. However, the above method still has the following three problems: 1. It is difficult for the whole vehicle level simulation to accurately simulate the failure of the structural adhesive between the door sill sheet metal and the aluminum profile inside the door sill in the door sill area; 2. If the results of the simulation stage are not accurate enough, the aluminum profile inside the door sill may slip during the offset collision of the whole vehicle. Since many parts are involved, it is difficult to identify the main cause and formulate countermeasures; 3. If the aluminum profile inside the door sill slips during the offset collision test of the whole vehicle, resulting in excessive intrusion into the passenger compartment, the corrective measures often require the modification of the mold or reopening of the parts in the door sill area, increasing the number of collision test rounds, which is very expensive.

[0047] In view of this, the present invention proposes a vehicle door sill offset collision performance test method, please refer to Figures 1 to 9, is an embodiment of the vehicle door sill offset collision performance test method proposed by the present invention, and the vehicle door sill offset collision performance test method will be described in detail below with reference to specific drawings.

[0048] See also Figures 1 to 9 The vehicle door sill offset collision performance test method comprises the following steps:

[0049] S100: creating a full vehicle collision simulation model and performing full vehicle collision simulation to obtain a target shear force value at door sill assembly 100;

[0050] S200: Obtaining the unit connection strength of the connection structure 5 used between the structures at the threshold assembly 100 and the corresponding number of units used, and calculating a theoretical shear force value at the threshold assembly 100;

[0051] S300: Determine whether the theoretical shear force value is greater than the target shear force value;

[0052] S400: If yes, design a test bench 200 for performing a shear force test on the door sill assembly 100, and fix the door sill assembly 100 to be tested on the test bench 200 to perform a shear force test to obtain an actual shear force value at the door sill assembly 100;

[0053] S500: Determine whether the actual shear force value is greater than the target shear force value;

[0054] S600 : If yes, then record the characteristic information of the door sill assembly 100 .

[0055] The technical solution of the present invention mainly provides a method for verifying the performance of the vehicle body in an offset collision, which can be performed on the threshold assembly 100. This method can be performed before the entire vehicle collides, achieving the purpose of local troubleshooting. The offset collision performance verification of the vehicle body of the local structure is performed in advance. Compared with the verification of the entire vehicle, it is low-cost, time-saving and labor-saving, thus saving the number of rounds of vehicle collisions. Specifically, for the offset collision performance verification of the threshold assembly 100, the target shear force value required to be achieved at the threshold assembly 100 is first obtained through a full vehicle collision simulation. Based on this, the threshold assembly 100 structure that can withstand shear forces exceeding the target shear force value is obtained, thereby meeting the safety considerations in the vehicle development process and meeting the vehicle safety requirements. After obtaining the target shear force value at the threshold assembly 100, it is first necessary to determine whether the theoretical shear force value of the designed threshold assembly 100 is greater than the target shear force value. If the target shear force value is not reached, the threshold assembly 100 needs to be adjusted. When it exceeds the target shear force value, the difference between the theoretical and actual values ​​needs to be considered. That is, there may be a situation where the theoretical value meets the requirement but the actual value does not meet the requirement. In this case, the actual shear force value that the threshold assembly 100 can withstand is directly measured using the designed dedicated test bench 200. The measured value can be used to intuitively compare the actual shear force value with the target shear force value to determine whether the threshold assembly 100 needs further adjustment. This arrangement, on the one hand, does not require testing on the entire vehicle when designing and adjusting the threshold assembly 100, reducing design and manufacturing costs and shortening adjustment time. On the other hand, individual component testing facilitates locking the adjustment amount and reduces the difficulty of design adjustment.

[0056] Specifically, the threshold assembly 100 includes an outer threshold 1, an inner threshold 2, and a member 3. The outer and inner thresholds 1 and 2 define a mounting cavity 4. The member 3 is mounted within the mounting cavity 4 and connected to the outer threshold 1 via a connecting structure 5. To achieve the required structural strength and lightweight design of the threshold assembly 100, the threshold assembly 100 comprises the inner and outer thresholds 2, 1, and the member 3, which is sandwiched between the inner and outer thresholds 2 and 1 within the mounting cavity 4. The member 3 is typically made of an aluminum profile, providing sufficient structural strength to the threshold assembly 100 while maintaining a lightweight design. The aluminum profile is connected to the inner threshold 2 via the connecting structure 5. Therefore, the stability of the connection between the aluminum profile and the inner threshold 2 is a performance factor critical for vehicle crash testing. Specifically, during a vehicle collision, under certain impact intensities, the aluminum profile must be guaranteed not to move relative to the inner threshold 2, thereby preventing it from intruding into the passenger compartment and causing injury to occupants, thereby ensuring vehicle safety.

[0057] Specifically, the connection structure 5 includes structural adhesive 51 and / or rivets 52, and the step S200 includes:

[0058] S210: Obtaining the connection strength per unit area of ​​the structural adhesive 51 and / or the connection strength of the rivet 52;

[0059] S220: Obtaining the effective adhesive coating area of ​​the structural adhesive 51 and / or the number of rivets 52 connected between the inner door sill 2 and the component 3;

[0060] S230: Calculate and obtain a theoretical shear force value at the door sill assembly 100.

[0061] It is understood that the connection structure 5 between the member 3 and the inner door sill 2 can be of various types, including welding, riveting, bonding, etc., depending on actual design requirements, as long as the connection stability is guaranteed. The connection structure 5 used in this application includes structural adhesive 51 and rivets 52. Specifically, the rivets 52 are FDS (hot-melt self-drilling) structures. In this application, the structural adhesive 51 and rivets 52 are arranged simultaneously, without interference between them, and can simultaneously improve the connection strength between the member 3 and the inner door sill 2. Based on this, the theoretical shear force value at the door sill assembly 100 can be calculated using the formula F = P (strength per unit area of ​​structural adhesive 51) × S (effective adhesive area) + F (strength of rivet 52) ​​× n (number of rivet 52 connections), where the effective adhesive area is the interfacial adhesive area under non-interfacial failure, and the number of rivet 52 connections is the number of rivets 52 whose end and connecting part have a gap of less than 0.3 mm.

[0062] Specifically, step S210 includes:

[0063] S211: Prepare a sheet combination for verifying the connection strength per unit area of ​​the structural adhesive 51 and / or the connection strength of the rivet 52, perform a shear force test, and obtain the connection strength per unit area of ​​the structural adhesive 51 and / or the connection strength of the rivet 52.

[0064] The connection structure 5, which utilizes structural adhesive 51 and rivets 52, has been described above. The unit area connection strength of the structural adhesive 51 and the connection strength of the rivets 52 are inherent structural characteristics and can be directly obtained from their product data, but this is clearly not entirely stable. Therefore, in this embodiment, a sheet assembly with the same structural composition as that at the connection between the inner door sill 2 and the member 3 on the door sill assembly 100 is fabricated and subjected to a shear force test to obtain its shear force value. The unit area connection strength can be calculated from the applied area of ​​the structural adhesive 51 on the sheet assembly, and the rivet 52 connection strength can be calculated from the number of rivets 52. Specifically, in this embodiment, the sheet size requirement is 160 mm by 45 mm, and the thickness overlap length of two different sheets within the sheet assembly is required to be 90 mm. This ensures the accuracy and stability of the shear force test and meets functional requirements.

[0065] In addition, the step S220 includes:

[0066] S221: Dismantle the door sill assembly 100 and measure the effective glue coating area between the outer door sill 1 and the component 3 and the number of rivets 52 connected.

[0067] After obtaining the unit area connection strength of the structural adhesive 51 and the connection strength of the rivet 52, the actual glue-coated area and the number of rivets 52 in the threshold assembly 100 are also required to calculate the theoretical shear force value of the threshold assembly 100. The actual glue-coated area and the number of rivets 52 can directly obtain the production parameters of the threshold assembly 100, but similarly, there may be a certain difference between its production parameters and the actual values. Therefore, this application adopts the method of dismantling the threshold assembly 100 to directly obtain the above-mentioned values, ensure the accuracy of the values, and thus ensure the accuracy of the calculation of the theoretical shear force value.

[0068] Specifically, step S221 includes:

[0069] S222: After baking the manufactured door sill assembly 100, the outer door sill 1, the inner door sill 2 and the component 3 are disassembled to confirm the effective coating area of ​​the structural adhesive 51 and the number of rivets 52.

[0070] In order to weaken the bonding performance of the structural adhesive 51, this embodiment proposes to bake the threshold assembly 100 before disassembly. That is, the prepared threshold assembly 100 is first baked at a temperature of 180° for 20 minutes, and then the outer threshold 1, the inner threshold 2, and the component 3 are disassembled to confirm the effective area of ​​the structural adhesive 51, that is, the interface coating area under the above-mentioned non-interface damage form, and the number of effectively connected rivets 52, that is, the number of rivets 52 with a gap between the end of the rivet 52 and the part less than 0.3 mm.

[0071] Furthermore, the test bench 200 includes a frame 6 and a pressure head 7. The frame 6 is disposed around the threshold assembly 100 to secure the threshold assembly 100. The pressure head 7 extends from one end of the frame 6 into the mounting cavity 4 to press against the component 3. The threshold assembly 100 primarily considers the relative movement of the component 3 relative to the inner threshold 2, so the test bench 200 needs to be designed with this consideration in mind. In this embodiment, the frame 6 is disposed around the threshold assembly 100, securing the threshold assembly 100 while exposing the component 3 at both ends of the threshold assembly 100. This allows the pressure head 7 to extend from one end of the frame 6 into the mounting cavity 4 to press against the component 3. When the pressure head 7 applies pressure, the component 3 can extend from the other end of the frame 6 out of the mounting cavity 4, preventing the test bench 200 from obstructing the movement of the component 3 and thereby affecting the measurement results.

[0072] Furthermore, the pressing direction of the indenter 7 is the same as the direction of the impact force during the full vehicle collision simulation. To meet the requirements of the collision simulation, the pressing direction of the indenter 7 on the component 3 must be set to be the same as the direction of the impact force during the full vehicle collision simulation, so as to simulate the characteristics of the full vehicle collision test as much as possible and ensure the reliability of the test bench 200 in testing the door sill assembly 100.

[0073] Furthermore, the step S400 includes:

[0074] S410: Fix the threshold assembly 100 to be tested on the frame 6, and press the pressure head 7 against the component 3 of the threshold assembly 100, gradually increase the pressing pressure of the pressure head 7 until the component 3 moves relative to the outer threshold 1, and use the pressing pressure value at this time as the actual shear force value.

[0075] The purpose of using the test bench 200 to test the actual shear force value of the threshold assembly 100 is to ensure that the actual shear force value of the designed and manufactured threshold assembly 100 is greater than the target shear force value, so as to meet the structural strength requirements of the threshold assembly 100. Therefore, the actual shear force value tested does not need to be its limit force value. For example, when the real-time pressing pressure of the pressure head 7 is greater than the target shear force value, if the component 3 does not move relative to the inner threshold 2, it can be determined that the actual shear force of the threshold assembly 100 is greater than the target shear force value, thus meeting the design requirements. However, this embodiment still adopts the method of testing the limit shear force value of the threshold assembly 100. On the one hand, it can more clearly determine the structural strength of the threshold assembly 100, and on the other hand, it can determine whether the actual shear force value exceeds the target shear force value by a design margin, so as to determine whether the structure of the threshold assembly 100 needs to be further adjusted to reduce structural costs. In addition, the increase in the pressing pressure applied by the pressure head 7 when pressing against the component 3 on the door sill assembly 100 can be a gradual linear increase or a step-by-step increase, which is not specifically limited here and is mainly based on the actual structural function setting.

[0076] In addition, the target shear force value is the maximum shear force value that the threshold assembly 100 can withstand under the offset collision condition in the full-vehicle collision simulation. To ensure that the structural strength of the threshold assembly 100 meets the design requirements, the target shear force value needs to be set to be associated with the maximum shear force value that the threshold assembly 100 can withstand. Specifically, the target shear force value cannot exceed the maximum shear force value that the threshold assembly 100 can withstand. When the target shear force value is set to be less than the maximum shear force value that the threshold assembly 100 can withstand, a certain structural strength margin is actually given to further ensure the structural strength of the threshold assembly 100. In this embodiment, the target shear force value is set to the maximum shear force value that the threshold assembly 100 can withstand. On the basis of ensuring the structural strength of the threshold assembly 100, the structural cost of the threshold assembly 100 is reduced as much as possible to meet the structural and functional requirements of this application.

[0077] The above description is merely an exemplary embodiment of the present invention and does not limit the patent scope of the present invention. Any equivalent structural transformation made by utilizing the contents of the present invention's description and drawings under the technical concept of the present invention, or directly / indirectly applied in other related technical fields, is included in the patent protection scope of the present invention.

Claims

1. A vehicle door sill offset collision performance test method, characterized in that: The vehicle door sill offset collision performance test method comprises the following steps: Create a full-vehicle collision simulation model and perform full-vehicle collision simulation to obtain the target shear force value at the door sill assembly; Obtain the unit connection strength of the connection structure used between the various structures at the threshold assembly and the corresponding number of units used, and calculate the theoretical shear force value at the threshold assembly; Determine whether the theoretical shear force value is greater than the target shear force value; If yes, then design a test bench for performing a shear force test on the door sill assembly, and fix the door sill assembly to be tested on the test bench to perform the shear force test and obtain the actual shear force value at the door sill assembly; Determine whether the actual shear force value is greater than the target shear force value; If yes, then record the characteristic information of the door sill assembly; The target shear force value is the maximum shear force value that the door sill assembly can withstand under an offset collision condition in a full vehicle collision simulation.

2. The vehicle door sill offset collision performance test method according to claim 1, characterized in that: The door sill assembly includes an outer door sill, an inner door sill, and a component. An installation cavity is formed between the outer door sill and the inner door sill. The component is installed in the installation cavity, and the component is connected to the outer door sill via a connecting structure.

3. The vehicle door sill offset collision performance test method according to claim 2, characterized in that: The connecting structure includes structural adhesive and / or rivets. The steps of obtaining the unit connection strength of the connecting structure used between the structures at the door sill assembly and the corresponding number of units used, and calculating the theoretical shear force value at the door sill assembly include: Obtaining the connection strength per unit area of ​​the structural adhesive and / or the connection strength of the rivet; Obtain the effective coating area of ​​structural adhesive and / or the number of rivet connections between the inner door sill and the component; Calculate and obtain the theoretical shear force value at the threshold assembly.

4. The vehicle door sill offset collision performance test method according to claim 3, characterized in that: The step of obtaining the connection strength per unit area of ​​the structural adhesive and / or the connection strength of the rivet comprises: A sheet combination is produced to verify the connection strength per unit area of ​​the structural adhesive and / or the connection strength of the rivet, and a shear force test is performed to obtain the connection strength per unit area of ​​the structural adhesive and / or the connection strength of the rivet.

5. The vehicle door sill offset collision performance test method according to claim 3, characterized in that: The step of obtaining the effective coating area of ​​the structural adhesive and / or the number of rivet connections between the inner door sill and the component comprises: Dismantle the door sill assembly and measure the effective glue coating area and the number of rivet connections between the outer door sill and the components.

6. The vehicle door sill offset collision performance test method according to claim 5, characterized in that: The step of disassembling the door sill assembly and measuring the effective glue coating area and the number of rivet connections between the outer door sill and the component comprises: After baking the manufactured threshold assembly, the outer threshold, inner threshold and components are disassembled to confirm the effective coating area of ​​the structural adhesive and the number of rivet connections.

7. The vehicle door sill offset collision performance test method according to claim 2, wherein: The test bench comprises: a frame, disposed around the threshold assembly to fix the threshold assembly; and The pressing head extends from one end of the frame into the installation cavity to press the component.

8. The vehicle door sill offset collision performance test method according to claim 7, characterized in that: The pressing direction of the pressure head is the same as the direction of the collision impact force in the whole vehicle collision simulation.

9. The vehicle door sill offset collision performance test method according to claim 7, characterized in that: If so, a test bench is designed for performing a shear force test on the door sill assembly, and the door sill assembly to be tested is fixed on the test bench for performing the shear force test. The steps of obtaining the actual shear force value of the door sill assembly include: The threshold assembly to be tested is fixed on the frame, and the pressure head is pressed against the component of the threshold assembly, and the pressing pressure of the pressure head is gradually increased until the component moves relative to the outer threshold, and the pressing pressure value at this time is used as the actual shear force value.

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