Vehicle threshold beam with optimized structure and design method thereof

Abstract

The invention discloses a vehicle doorsill beam with an optimized structure and a design method thereof, and relates to the field of automotive engineering.The vehicle doorsill beam comprises a doorsill beam body, a hollow structure cavity is formed in the doorsill beam body, the doorsill beam body comprises a top wall, a bottom wall, a first side wall and a second side wall, the top wall and the bottom wall are connected through the first side wall and the second side wall, and the width of the top wall is smaller than that of the bottom wall; the bottom wall comprises a low wall section and a high wall section, the low wall section is connected with the first side wall, the high wall section is connected with the second side wall, the two ends of the transverse reinforcing rib are connected with the first side wall and the second side wall respectively, one end of the longitudinal reinforcing rib is connected with the top wall or the transverse reinforcing rib, and the other end of the longitudinal reinforcing rib is connected with the high wall section. Through section topological optimization, wall thickness gradient design and reinforcing rib distribution regulation and control, a collision force transmission path is remarkably improved, on the premise that side collision safety performance indexes are met, the structural weight is reduced, the material consumption can be reduced under the same collision working condition, and meanwhile the intrusion amount control precision is maintained.

Description

Technical Field

[0001] The present invention relates to the field of automotive engineering, and particularly to an optimized-structured vehicle sill beam and its design method. Background Art

[0002] With the rapid development of the global automotive industry, the number of automobiles in use has been continuously increasing, and road traffic safety issues have become increasingly prominent. Among various traffic accidents, side collision accidents pose a great threat to the life safety of vehicle occupants due to their suddenness and high risk. As a key load-bearing component of the vehicle body side structure, the vehicle sill beam plays a crucial role in withstanding side collision impacts and protecting the integrity of the occupant compartment.

[0003] Traditional vehicle sill beam designs mainly focus on meeting basic structural support functions, and generally increase the material thickness or select high-strength steel to improve the collision strength. However, while this design strategy improves safety, it inevitably leads to a significant increase in vehicle weight. For modern vehicles, especially new energy vehicles, an overweight body not only reduces energy utilization efficiency and shortens the driving range, but also affects the vehicle's handling and acceleration performance. In addition, with the acceleration of the automotive intelligentization and electrification processes, the component layout around the sill beam has become increasingly complex, needing to accommodate battery packs, electric drive system components, and provide installation space for various sensors and wiring harnesses. Traditional designs are difficult to balance these diverse requirements.

[0004] On the other hand, in today's digital age, automotive design and manufacturing are gradually transforming towards intelligentization and precision. Although computer-aided engineering (CAE) technology has been widely applied in the automotive R & D process, there is still room for optimization in the existing sill beam design process, such as in the selection of design variables, the accuracy of simulation models, and the efficiency of optimization algorithms. The potential of CAE technology has not been fully exploited to achieve a better design solution.

[0005] In summary, there is an urgent need for an innovative vehicle sill beam design that can provide excellent safety protection for occupants under complex collision conditions, meet the requirements of lightweight and intelligent designs, and conform to the development trend of the automotive industry. Summary of the Invention

[0006] To solve the above problems, the present invention provides an optimized-structured vehicle sill beam and its design method, aiming to meet the growing demands for structural strength, collision protection, lightweight, and intelligent design in modern vehicle manufacturing, achieve precision, efficiency, and intelligence in sill beam design, and quickly respond to the diverse requirements of different vehicle models and working conditions.

[0007] To achieve the above object, the present invention provides a vehicle sill beam with an optimized structure, including a sill beam body. The interior of the sill beam body is provided with a hollow structural cavity. The sill beam body includes a top wall, a bottom wall, a first side wall and a second side wall connecting the top wall and the bottom wall. The width of the top wall is smaller than the width of the bottom wall. The bottom wall includes a low wall section and a high wall section. The low wall section is connected to the first side wall, and the high wall section is connected to the second side wall. Both ends of the transverse reinforcing rib are respectively connected to the first side wall and the second side wall. One end of the longitudinal reinforcing rib is connected to the top wall or the transverse reinforcing rib, and the other end of the longitudinal reinforcing rib is connected to the high wall section.

[0008] Preferably, the transverse reinforcing rib and the longitudinal reinforcing rib are in a cross shape. Both the transverse reinforcing rib and the longitudinal reinforcing rib are of an integral structure. The transverse reinforcing rib is sequentially distributed with at least 3 equal-thickness sections with decreasing thickness starting from the first side wall, and the thickness range is set to 2.0 - 3.2 mm.

[0009] Preferably, the longitudinal reinforcing rib adopts a constant-thickness design or a variable-thickness design. When adopting the variable-thickness design, the thickness gradient is set to 0.3 - 0.5 mm / section. The thickness of the longitudinal reinforcing rib near the top wall is greater than the thickness of the longitudinal reinforcing rib near the high wall section. The maximum thickness of the longitudinal reinforcing rib is less than the maximum thickness of the transverse reinforcing rib.

[0010] Preferably, the wall thickness range of the sill beam body is set to 2.0 - 3.0 mm. The material of the sill beam body is high-strength aluminum alloy 6061-T6 or 7075-T6, and the yield strength ≥ 275 MPa. A thickened section is provided at the connection between the sill beam body and the vehicle body or vehicle body components.

[0011] A design method for a vehicle sill beam with an optimized structure includes the following steps:

[0012] S1: Use big data analysis technology to deeply analyze the complex layout ecosystem of the components around the vehicle sill beam, and construct a rich and diverse preliminary design blueprint library;

[0013] S2: With the help of advanced 3D modeling software, convert the solutions in the preliminary design blueprint library into accurate and intuitive 3D models, and use the parametric modeling function to achieve rapid modification and iteration;

[0014] S3: Rely on the CAE platform to build a super-refined finite element simulation model of vehicle collision. According to the latest collision safety standards and the personalized performance goals of vehicle manufacturers, set design variables and clarify multi-dimensional evaluation indicators;

[0015] S4: Perform CAE simulation analysis and data processing for massive 3D models in parallel, use cloud computing resources, systematically adjust design variables, and use machine learning algorithms to let the model learn performance to optimize the solution. After multiple iterative calculations, the intelligent optimization algorithm selects the optimal parameter combination for different vehicle models and working conditions to determine the final design of the threshold beam.

[0016] Preferably, in step S1, the specific steps of using big data analysis technology to deeply analyze the complex layout ecology of components around the vehicle sill beam include:

[0017] S11. Collect a large amount of data on parts around the sill beams of vehicles of different models and configurations, including shape, size, installation location, functional characteristics, and build a detailed parts database;

[0018] S12. Accurately collect the force data of the vehicle under actual driving conditions, including the frequent start-stop in urban congested road conditions, high-speed cruising on highways, bumpy driving on rural roads, and the force changes of the sill beam under various emergency braking and steering operation scenarios;

[0019] S13. Combine advanced 3D scanning technology with aerodynamic simulation to carefully consider the potential impact of vehicle exterior styling and aerodynamics on the shape of the sill beam;

[0020] S14. Use artificial intelligence algorithms to preliminarily outline various feasible shapes of vehicle door sill beams, rationally plan various combinations of rib layouts, preliminarily formulate multiple value ranges for wall thickness and rib thickness, and build a rich and diverse preliminary design blueprint library.

[0021] Preferably, in step S3, the multi-dimensional evaluation indicators cover key performance parameters such as collision intrusion, structural energy absorption efficiency, overall weight, cost budget, production process difficulty, and maintenance convenience.

[0022] Therefore, the present invention adopts the above-mentioned vehicle sill beam with an optimized structure and the design method thereof, which has the following beneficial effects:

[0023] (1) The present invention provides cross-shaped reinforcing ribs inside the sill beam body and carefully designs the thickness of the reinforcing ribs, thereby enhancing the overall structural strength and stability of the sill beam, enabling it to better withstand various loads during vehicle driving and impact forces during collisions, thereby improving vehicle safety. Furthermore, while ensuring strength, the present invention optimizes the force-bearing performance of the reinforcing ribs by reasonably distributing materials, thereby improving material utilization and helping to reduce the weight of the sill beam.

[0024] (2) In the present invention, the threshold beam body is made of aluminum alloy, which has the characteristics of high strength and light weight. It can not only ensure the strength of the threshold beam, but also greatly reduce the weight of the threshold beam itself. This not only helps to improve the fuel economy of the vehicle, but for new energy vehicles, it is directly converted into a significant increase in the cruising range. At the same time, the lightweight design also has a positive impact on the handling performance of the vehicle, making the driving more flexible and agile.

[0025] (3) The present invention utilizes big data to analyze a large amount of vehicle model data, and can accurately grasp the demand trends of the threshold beam in different scenarios, providing rich and reliable reference basis for the design. With the help of advanced three-dimensional modeling and CAE simulation technologies, rapid iterative optimization in a virtual environment is achieved. Without consuming a large amount of physical prototype production and testing costs, the optimal design scheme can be efficiently screened out. This intelligent design method not only shortens the R & D cycle, enables new cars to be launched into the market faster to gain the upper hand, but also reduces the R & D costs and improves the competitiveness of the enterprise.

[0026] The technical solution of the present invention will be further described in detail below through the drawings and embodiments. BRIEF DESCRIPTION OF THE DRAWINGS

[0027] Figure 1 It is a schematic cross-sectional structure diagram of a vehicle threshold beam with an optimized structure according to the present invention;

[0028] Figure 2 It is a contour map of the optimized result of the extruded aluminum threshold according to the present invention;

[0029] Figure 3 It is a schematic diagram of the topology optimization design variables according to the present invention;

[0030] DESCRIPTION OF THE REFERENCE NUMERALS

[0031] 1. Threshold beam body; 11. Top wall; 12. Bottom wall; 121. Low wall section; 122. High wall section; 13. First side wall; 14. Second side wall; 2. Transverse reinforcing rib; 3. Longitudinal reinforcing rib. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0032] The technical solution of the present invention will be further described below through the drawings and embodiments.

[0033] Unless otherwise defined, the technical terms or scientific terms used in the present invention should have the ordinary meanings understood by those of ordinary skill in the field to which the present invention belongs. The terms used herein are only for the purpose of describing specific embodiments, and are not intended to limit the present application; the terms "including" and "having" and any variations thereof in the specification and the above drawings of the present application are intended to cover non-exclusive inclusion.

[0034] Embodiment

[0035] As Figures 1 - 3 shown, an optimized vehicle sill beam structure includes a sill beam body 1. The interior of the sill beam body 1 is set as a hollow structure cavity. The sill beam body 1 includes a top wall 11, a bottom wall 12, and a first side wall 13 and a second side wall 14 connecting the top wall 11 and the bottom wall 12. The width of the top wall 11 is less than the width of the bottom wall 12. The bottom wall 12 includes a low wall section 121 and a high wall section 122. The low wall section 121 is connected to the first side wall 13, and the high wall section 122 is connected to the second side wall 14. Both ends of the transverse reinforcing rib 2 are respectively connected to the first side wall 13 and the second side wall 14. One end of the longitudinal reinforcing rib 3 is connected to the top wall 11 or the transverse reinforcing rib 2, and the other end of the longitudinal reinforcing rib 3 is connected to the high wall section 122. The transverse reinforcing rib 2 and the longitudinal reinforcing rib 3 are in a cross shape. Both the transverse reinforcing rib 2 and the longitudinal reinforcing rib 3 are of an integral structure. Through this well - arranged connection method, the interior of the sill beam body 1 is ingeniously divided into multiple cavities that cooperate with each other and complement each other's advantages. These cavities play a unique role in buffering and energy absorption during a collision, greatly enhancing the structural deformation adaptability and energy absorption efficiency.

[0036] The transverse reinforcing rib 2 is sequentially distributed with at least 3 equal - thickness segments with decreasing thickness starting from the first side wall 13. The thickness range is set to 2.0 - 3.2 mm. Within this fine interval, it can not only ensure that under different collision conditions, the transverse reinforcing rib provides sufficient and reliable strength support for the sill beam, effectively resisting the impact force, but also reduce the material usage by avoiding an overly thick design, preventing the increase in energy consumption and the decline in handling performance caused by excessive weight.

[0037] The longitudinal reinforcing rib 3 adopts an equal - thickness design or a variable - thickness design. When adopting a variable - thickness design, the thickness gradient is 0.3 - 0.5 mm / section. The thickness of the longitudinal reinforcing rib 3 near the top wall 11 is greater than the thickness of the longitudinal reinforcing rib 3 near the high wall section 122. The maximum thickness of the longitudinal reinforcing rib 3 is less than the maximum thickness of the transverse reinforcing rib 2. This differential design fully considers the characteristic that the force is relatively concentrated near the top wall under special working conditions such as rolling and side - column collision, and strengthens the key parts specifically to improve the overall structural reliability.

[0038] The wall thickness range of the sill beam body 1 is set to 2.0 - 3.0 mm. The material of the sill beam body 1 is high - strength aluminum alloy 6061 - T6 or 7075 - T6, with a yield strength ≥ 275 MPa. A thickened section is provided at the connection between the sill beam body 1 and the vehicle body or vehicle body parts.

[0039] This gradient thickness design ensures that at the moment of a side collision, the thicker outer part bears and efficiently disperses the impact force first, like a solid first line of defense, quickly guiding the collision energy throughout the sill beam structure; while the longitudinal stiffener 3, based on its collaborative support and energy conduction role in the overall structure, is carefully designed to always have a thickness less than the maximum thickness of each equal-thickness section of the transverse stiffener 2. While assisting the transverse stiffener 2 in stabilizing the structure and optimizing the force flow transmission path, it avoids unnecessary weight increase and achieves an exquisite balance between structural strength and lightweight. To achieve the above goals, the following core technical solutions are adopted, with the theoretical basis: Based on the vehicle collision dynamics equation:

[0040]

[0041] Among them, σ represents the stress per unit area, M represents the bending moment, I represents the moment of inertia of the cross-section, and y represents the distance from the stress point to the central axis.

[0042] In the design of the gradient wall thickness, through theoretical model derivation, the impact force is converted into shear stress along the beam body in the thickened outer section, avoiding local plastic deformation; the setting of the cross-shaped stiffeners, based on the principle of energy conservation, the longitudinal stiffener 3 converts the transverse load into torsional stiffness, enhancing the overall bending resistance. By optimizing the spatial distribution of I (such as the gradient thickness design of the transverse stiffener 2), the stress concentration is reduced by 23%, significantly improving the collision energy absorption efficiency.

[0043] The width of the top wall 11 is relatively narrow after optimized design, aiming to reserve just the right installation space for components such as the upper interior trim, electronic wiring harness, and in-vehicle ventilation ducts, while optimizing the air flow distribution at the top of the vehicle body, reducing wind noise and driving resistance; the width of the bottom wall 12 is relatively wide, providing a solid foundation for carrying key components, and the bottom wall 12 is innovatively divided into a low wall section 121 and a high wall section 122. The low wall section 121 is connected to the first side wall 13 close to the outside of the vehicle body, and the high wall section 122 is connected to the second side wall 14. It not only improves the force conduction path during a side collision, enables the collision energy to be evenly dispersed along the preset trajectory throughout the sill beam and even the vehicle body structure, guides the surrounding structures to deform and absorb energy synergistically, ensuring the uniform stress of the sill beam and effectively preventing structural failure caused by local stress concentration; but also creates ideal conditions for the compact and safe arrangement of core components of new energy vehicles such as power batteries and high-voltage control boxes inside the sill beam, meeting the electrification layout requirements.

[0044] A design method for an optimized structure vehicle sill beam, comprising the following steps:

[0045] S1: Deeply analyze the complex layout ecosystem of the components around the vehicle sill beam using big data analysis technology. By collecting a vast amount of data on the components around the sill beam of vehicles with different models and configurations, including shape, size, installation position, and functional characteristic information, construct a detailed component database; accurately collect the force data of the vehicle under actual driving conditions, covering the force changes of the sill beam during frequent starts and stops in urban congested traffic, high-speed cruising on highways, bumpy driving on rural roads, and various emergency braking and steering operation scenarios; in combination with advanced three-dimensional scanning technology and aerodynamic simulation, carefully consider the potential impact of the vehicle's exterior shape and aerodynamics on the shape of the sill beam; use artificial intelligence algorithms to initially outline various feasible shapes of the vehicle sill beam, rationally plan multiple combination schemes for the layout of stiffeners, and initially determine multiple value ranges for the wall thickness and the thickness of stiffeners, thus constructing a rich and diverse preliminary design blueprint library;

[0046] S2: With the help of cutting-edge three-dimensional modeling software, convert the schemes in the preliminary design blueprint library into accurate and intuitive three-dimensional models, and use the parametric modeling function to achieve rapid modification and iteration;

[0047] S3: Rely on the CAE platform to build an ultra-refined finite element simulation model for vehicle collision. According to the latest collision safety standards and the personalized performance goals of vehicle manufacturers, set comprehensive, scientific, and reasonable design variables, and at the same time clarify the corresponding multi-dimensional evaluation indicators, covering key performance parameters such as collision intrusion amount, structural energy absorption efficiency, overall weight, cost budget, production process difficulty, and maintenance convenience;

[0048] S4: Conduct CAE simulation analysis and data processing on a vast number of three-dimensional models through parallel computing. Utilize cloud computing resources to systematically adjust the design variables, and let the model learn the performance through machine learning algorithms to optimize the scheme. After multiple iterative calculations, use intelligent optimization algorithms to screen out the optimal parameter combinations for different vehicle models and working conditions, and determine the final design scheme of the sill beam.

[0049] Example 1

[0050] Focus on the design of the vehicle sill beam of a compact new energy sedan for urban commuting. Given the congested characteristics of urban roads, frequent start-stop conditions, and the stringent requirements for the driving range of new energy vehicles, lightweight and efficient collision protection become the core design points.

[0051] Select high-quality 6000 series aluminum alloy as the material of the sill beam body 1, giving full play to its excellent extrusion formability, high strength-to-weight ratio, and good corrosion resistance. At the microscopic level of the structural design, a reinforcing rib system is carefully arranged in the hollow chamber inside the sill beam body 1. There are two transverse reinforcing ribs 2. According to the principle that the collision risk increases closer to the outside of the vehicle body and the precise requirements for collision energy absorption and dispersion, the thickness of the equal-thickness section of the upper transverse reinforcing rib 2 from the inside to the outside is 2.0 mm, 2.4 mm, and 2.6 mm in sequence, and the corresponding equal-thickness section thickness of the lower transverse reinforcing rib 2 is 2.0 mm, 2.6 mm, and 2.8 mm. Such a fine gradient change ensures that the collision force is efficiently introduced from the outside and evenly dispersed, effectively reducing the direct impact of the collision on the occupant compartment. There are also two longitudinal reinforcing ribs 3, which are designed with equal thickness, and the thickness is set at 2.0 mm. It can not only assist the transverse reinforcing rib 2 to stabilize the structure but also not increase the weight excessively, ensuring the flexible maneuverability of the vehicle under urban conditions.

[0052] The width of the top wall 11 of the sill beam body 1 is designed to be smaller than the width of the bottom wall 12, leaving just the right space for the interior trim parts, slender electronic wiring harnesses, and micro ventilation ducts arranged compactly above, while optimizing the airflow distribution at the top of the vehicle body, reducing wind noise, and improving the interior quietness of the vehicle; the low wall section 121 of the bottom wall 12 is close to the first side wall 13, and the high wall section 122 extends to the second side wall 14, forming a unique installation space inside, which just fits the compactly arranged battery modules, while optimizing the collision force transmission path to ensure the safety of the battery during a side collision. The transverse reinforcing rib 2 and the longitudinal reinforcing rib 3 are integrally formed to ensure the structural strength. The sill beam body 1 is provided with a thickened section at the connection part with the vehicle chassis to enhance the connection reliability and prevent loosening caused by the bumps of urban roads.

[0053] Through actual simulation of typical collision conditions on urban roads (such as side rubbing against a vehicle that violates lane changes, right-angle collision at intersections, etc.) testing and simulation analysis, in the side collision condition of 40 km / h of the vehicle sill beam in this embodiment, the intrusion amount of the occupant compartment is reduced by 18% compared with the traditional design, while the weight is reduced by 15%, significantly improving the safety performance and lightweight level of the vehicle, and perfectly adapting to the needs of urban commuting.

[0054] Embodiment 2

[0055] Design is carried out for the requirements of the vehicle sill beam of a medium-sized SUV with off-road performance. Considering that it may face complex and harsh off-road road conditions, occasional high-intensity off-road impacts, and the need for a large interior space in the vehicle, comprehensive targeted optimizations are made in the design.

[0056] The threshold beam body 1 is made of 7000 series aluminum alloy, which has better strength, can withstand greater impact force and is suitable for off-road scenarios. There are three transverse reinforcing ribs 2 in the hollow chamber. One of them is close to the top wall 11 as auxiliary reinforcement, with a thickness of 2.2 mm evenly distributed, which is used to enhance the support force of the roof under rollover conditions; the two main load-bearing transverse reinforcing ribs 2 below have equal thickness sections of 2.0 mm, 2.5 mm, 3.0 mm and 2.0 mm, 2.7 mm, 3.2 mm from the inside to the outside respectively. The longitudinal reinforcing rib 3 adopts a variable thickness design, with a thickness of 2.6 mm close to the top wall 11 and a thickness of 2.0 mm close to the high wall section 122, which is suitable for the concentrated force on the top wall 11 under conditions such as rollover, and provides more reliable protection for the vehicle occupants.

[0057] The bottom wall 12 of the threshold beam body 1 is structurally strengthened, and the transition between the low wall section 121 and the high wall section 122 is smoother, improving the overall impact resistance toughness and preventing the bottom wall from deforming due to the impact of road bumps during off-road driving. At the part connecting the A-pillar and C-pillar of the vehicle body, the thickened section of the threshold beam body 1 is specially strengthened, adopting a double-layer aluminum alloy structure with energy-absorbing material filled in the middle to ensure the effective transmission of force during high-strength collisions, prevent excessive local deformation of the vehicle body, and ensure the survival space of the vehicle occupants.

[0058] Through actual off-road site tests, including climbing rocks, crossing gullies, speeding over bumpy roads and simulating rollover collision tests, the threshold beam of the vehicle in this embodiment shows excellent stability and protection ability under complex impact conditions. When the vehicle rolls over, the support retention rate of the threshold beam for the occupant compartment reaches more than 92%, and at the same time, the weight of the threshold beam is reduced by 10% compared with that of the same-level models, meeting the requirements of multi-functional use and performance in urban and off-road scenarios.

[0059] Embodiment 3

[0060] This embodiment focuses on the design of the threshold beam of a luxury electric MPV, and emphasizes the integration requirements of the spacious interior space layout, high-end comfort configuration and intelligent components such as electric sliding doors, while ensuring top-notch collision protection performance.

[0061] At the initial stage of design, big data analysis was used to comprehensively investigate the surrounding components. It was found that due to the spacious interior space, the seat slide rails and the electric sliding door guide rails are close to the threshold beam, and the space needs to be carefully planned. Through the CAE analysis software, the force on the threshold beam during different passengers getting on and off, full-load driving and side collision was simulated, and the top wall 11 with an arc transition and the bottom wall 12 slightly bulging outwards were initially designed to avoid component interference and optimize the aerodynamic performance. In terms of the layout of the reinforcing ribs, an asymmetric design is adopted. The transverse reinforcing rib 2 on the side close to the electric sliding door is slightly thicker, and the other side is relatively thinner. The longitudinal reinforcing rib 3 is bent according to the heat dissipation air duct direction of the internal battery pack to ensure the smoothness of the air duct without weakening the structural strength.

[0062] In the stage of determining the wall thickness and the thickness of the reinforcing ribs, multiple groups of variables are set for CAE simulation. After thousands of iterative calculations, the wall thickness of the sill beam body 1 is finally determined to be 2.3 mm, the thickness of the transverse reinforcing rib 2 is dynamically adjusted between 2.1 and 2.9 mm, and the thickness of the longitudinal reinforcing rib 3 is 2.0 mm. While ensuring a spacious interior space and the convenient use of an electric sliding door, the MPV has excellent collision protection and lightweight performance, meeting the comprehensive requirements of high-end users for comfort, safety, and intelligence.

[0063] Therefore, the present invention adopts the above-mentioned vehicle sill beam with an optimized structure and its design method. By means of cross-section topology optimization, wall thickness gradient design, and reinforcing rib distribution regulation, the collision force transmission path is significantly improved, and the structural weight is reduced on the premise of meeting the side collision safety performance index. In the same collision condition, the material consumption can be reduced while maintaining the intrusion amount control accuracy, providing an efficient solution for the battery protection and vehicle body lightweight of new energy vehicles.

[0064] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention and are not intended to limit them. Although the present invention has been described in detail with reference to the preferred embodiments, those of ordinary skill in the art should understand that they can still modify or equivalently replace the technical solutions of the present invention, and these modifications or equivalent replacements cannot make the modified technical solutions deviate from the spirit and scope of the technical solutions of the present invention.

Claims

1. A vehicle threshold beam with an optimized structure, characterized in that: It includes a threshold beam body, the interior of the threshold beam body is set as a hollow structural cavity, the threshold beam body includes a top wall, a bottom wall and a first side wall and a second side wall connecting the top wall and the bottom wall, the width of the top wall is smaller than the width of the bottom wall, the bottom wall includes a low wall section and a high wall section, the low wall section is connected to the first side wall, the high wall section is connected to the second side wall, the two ends of the transverse reinforcement rib are respectively connected to the first side wall and the second side wall, one end of the longitudinal reinforcement rib is connected to the top wall or the transverse reinforcement rib, and the other end of the longitudinal reinforcement rib is connected to the high wall section.

2. The vehicle rocker beam with optimized structure according to claim 1, characterized in that: The transverse reinforcing ribs and the longitudinal reinforcing ribs are in a cross shape, and both the transverse reinforcing ribs and the longitudinal reinforcing ribs are an integrated structure. The transverse reinforcing ribs are distributed in sequence from the first side wall in at least 3 equal thickness sections with decreasing thickness, and the thickness range is set to 2.0 to 3.2 mm.

3. The vehicle rocker beam with optimized structure according to claim 1, characterized in that: The longitudinal reinforcement ribs are designed with equal thickness or variable thickness. When the variable thickness design is adopted, the thickness gradient is set to 0.3-0.5 mm / segment. The thickness of the longitudinal reinforcement ribs close to the top wall is greater than the thickness of the longitudinal reinforcement ribs close to the high wall segment. The maximum thickness of the longitudinal reinforcement ribs is less than the maximum thickness of the transverse reinforcement ribs.

4. The vehicle rocker beam with optimized structure according to claim 1, characterized in that: The wall thickness range of the threshold beam body is set to 2.0 to 3.0 mm. The material of the threshold beam body is high-strength aluminum alloy 6061-T6 or 7075-T6 with a yield strength of ≥275 MPa. A thickened section is provided at the connection between the threshold beam body and the vehicle body or vehicle body parts.

5. A method for designing a vehicle rocker beam with an optimized structure according to any one of claims 1 to 4, characterized in that: The following steps are involved: S1: Use big data analysis technology to deeply analyze the complex layout ecology of components around vehicle door sill beams and build a rich and diverse preliminary design blueprint library; S2: With the help of cutting-edge 3D modeling software, the schemes in the preliminary design blueprint library are transformed into accurate and intuitive 3D models, and the parametric modeling function is used to achieve rapid modification and iteration; S3: Build an ultra-fine finite element simulation model of vehicle collision based on the CAE platform, set design variables and clarify multi-dimensional evaluation indicators based on the latest collision safety standards and personalized performance goals of car companies; S4: Perform CAE simulation analysis and data processing for massive 3D models in parallel, use cloud computing resources, systematically adjust design variables, and use machine learning algorithms to let the model learn performance to optimize the solution. After multiple iterative calculations, the intelligent optimization algorithm selects the optimal parameter combination for different vehicle models and working conditions to determine the final design of the threshold beam.

6. The method for designing a vehicle rocker beam with an optimized structure according to claim 5, characterized in that: In step S1, the specific steps of using big data analysis technology to deeply analyze the complex layout ecology of components around the vehicle rocker beam include: S11. Collect a large amount of data on parts around the sill beams of vehicles of different models and configurations, including shape, size, installation location, functional characteristics, and build a detailed parts database; S12. Accurately collect the force data of the vehicle under actual driving conditions, including the frequent start-stop in urban congested road conditions, high-speed cruising on highways, bumpy driving on rural roads, and the force changes of the sill beam under various emergency braking and steering operation scenarios; S13. Combine advanced 3D scanning technology with aerodynamic simulation to carefully consider the potential impact of vehicle exterior styling and aerodynamics on the shape of the sill beam; S14. Use artificial intelligence algorithms to preliminarily outline various feasible shapes of vehicle door sill beams, rationally plan various combinations of rib layouts, preliminarily formulate multiple value ranges for wall thickness and rib thickness, and build a rich and diverse preliminary design blueprint library.

7. The method for designing a vehicle rocker beam with an optimized structure according to claim 5, characterized in that: In step S3, the multi-dimensional evaluation indicators cover key performance parameters such as collision intrusion, structural energy absorption efficiency, overall weight, cost budget, production process difficulty, and maintenance convenience.

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