Threshold beam, lower vehicle body structure and vehicle

Abstract

The invention provides a doorsill beam, a lower vehicle body structure and a vehicle, the doorsill beam comprises a doorsill body and a doorsill inward extending body, in the second direction, the doorsill inward extending body is connected to the inner surface of the doorsill body, and the doorsill inward extending body is suitable for being connected with a seat cross beam; the doorsill beam is configured in the mode that in the second direction, when the outer surface of the doorsill body is collided, collision force is sequentially transmitted to the seat cross beam along the doorsill body and the doorsill inward extending body. According to the doorsill beam, the doorsill inward extending body is arranged, so that connection transition of the doorsill beam and the seat cross beam is smoother, when the outer surface of the doorsill body is collided, collision force can be transmitted to the seat cross beam along the doorsill body and the doorsill inward extending body in sequence, and the collision force transmission path is optimized; collision energy can be dispersed and absorbed more effectively, the risk of rollover of the seat cross beam during side column collision is reduced, and impact on a battery pack and a passenger compartment is reduced.

Description

Technical Field

[0001] The invention relates to a vehicle body sill beam, and in particular to a sill beam, a lower vehicle body structure and a vehicle. Background Art

[0002] New energy sports cars, equipped with large-capacity battery packs, weigh over 30% more than conventional sports cars, significantly increasing vehicle mass and posing even more severe safety challenges in extreme conditions such as side pole impacts. This increased vehicle mass results in higher collision energies in these impacts. Leading international safety testing organizations have introduced stricter side pole impact test standards, requiring battery packs to remain intact and avoid thermal runaway after a collision. The low-slung structure of sports cars significantly limits overall height clearance, and the battery pack's installation beneath the passenger compartment further compresses this space. This results in a low seat rail, minimal z-axis overlap with the sill rail, and a sharp transition between the sill rail and seat rail. In a side pole impact, the impact force is directly transferred along the sill rail to the seat rail, making the seat rail prone to rollover and exposing the battery pack and passenger compartment to greater safety risks. Summary of the Invention

[0003] The Summary of the Invention introduces a series of simplified concepts that will be further described in the Detailed Description of the Invention. The Summary of the Invention of this application is not intended to limit the key features and essential technical features of the claimed technical solution, nor is it intended to determine the scope of protection of the claimed technical solution.

[0004] The technical problem to be solved by this application is that the connection between the door sill beam and the seat crossbeam has a sharp transition, the collision force is directly transmitted along the door sill beam to the seat crossbeam, the seat crossbeam is prone to rollover, causing the battery pack and the passenger compartment to face greater safety risks.

[0005] The purpose of this application is to provide a rocker beam, a lower body structure and a vehicle, which, by optimizing the structural design of the rocker beam, enhances its collision force transmission and dispersion capabilities during a side collision, reduces the risk of the seat beam rolling over, and improves the safety of the passenger compartment and battery pack.

[0006] In order to at least solve the above technical problems, a first aspect of an embodiment of the present application provides a threshold beam, characterized in that the threshold beam includes: a threshold body;

[0007] a door sill inner extension, connected to the inner surface of the door sill body in the second direction, and adapted to be connected to a seat crossbeam;

[0008] The sill beam is configured such that, in the second direction, when the outer surface of the sill body is impacted, the impact force is sequentially transmitted along the sill body and the sill inner extension to the seat cross beam.

[0009] According to the sill beam of the present application, by providing a sill inner extension and connecting it to the inner surface of the sill body, the connection transition between the sill beam and the seat crossbeam is smoother, thereby enhancing the structural stability between the sill beam and the seat crossbeam. When the outer surface of the sill body is collided, the collision force can be transmitted in sequence along the sill body and the sill inner extension to the seat crossbeam. The optimization of the collision force transmission path helps to disperse and absorb the collision energy more effectively, thereby reducing the risk of the seat crossbeam rolling over when colliding with the side pillar, thereby reducing the impact on the battery pack and the passenger compartment, and reducing safety risks.

[0010] Optionally, a plurality of first ribs are provided inside the threshold body, and the plurality of first ribs divide the interior of the threshold body into a plurality of first chambers, and the plurality of first chambers divide the threshold body into a first force transmission area and a second force transmission area along the third direction.

[0011] Optionally, the number of the first chambers in the first force transmission area is greater than the number of the first chambers in the second force transmission area.

[0012] Optionally, in the second direction, a projection of the door sill extension at least partially overlaps with a projection of the first force transmission area.

[0013] Optionally, the end surface of the threshold inner extension is U-shaped, and the inner surface of the threshold body is connected to the open end of the threshold inner extension, so that a second chamber is formed between the threshold body and the threshold inner extension.

[0014] Optionally, a second rib is provided in the second chamber, and the second rib divides the second chamber into an upper chamber and a lower chamber along the third direction.

[0015] Optionally, the second rib is tiltedly arranged in the second cavity, and one end point of the second rib is located below the axis of the seat beam to guide the collision force to be transmitted along the lower side of the axis of the seat beam.

[0016] Optionally, the upper wall of the upper chamber is a third rib, the lower wall of the lower cavity is a fourth rib, and the thicknesses of the second rib, the third rib and the fourth rib are all greater than the thickness of the first rib.

[0017] Optionally, the thickness of the third rib is smaller than the thickness of the second rib and the fourth rib, and the thickness of the fourth rib gradually increases in a direction approaching the door sill body.

[0018] Optionally, in the first direction, a sealing portion is further provided at the end surface of the door sill inner extension.

[0019] Optionally, a threshold stop is further included, and in the third direction, the threshold stop is arranged on the upper surface of the threshold body.

[0020] A second aspect of an embodiment of the present application provides a lower vehicle body structure, which includes the sill beam described in any one of the first aspects above.

[0021] Optionally, in the second direction, the sill beam includes a left sill beam and a right sill beam that are relatively arranged; the lower body structure includes a front large casting and a rear large casting, and the two ends of the left sill beam and the right sill beam are respectively connected to the front large casting and the rear large casting; the front large casting, the rear large casting, the left sill beam and the rear sill beam are connected to form a U-shaped frame.

[0022] Optionally, a seat crossbeam is further included, wherein the seat crossbeam includes a front seat crossbeam and a rear seat crossbeam spaced apart along a first direction, and two ends of the front seat crossbeam and the rear seat crossbeam are respectively connected to the left door sill beam and the right door sill beam.

[0023] Optionally, a connecting piece is further included, and the door sill extension is connected to the seat crossbeam through the connecting piece, and the collision force is transmitted to the seat crossbeam along the door sill beam, the door sill extension, and the connecting piece in sequence.

[0024] Optionally, the connecting member is an L-shaped structure, the vertical portion of the connecting member is connected to the door sill extension, and the horizontal portion of the connecting member is connected to the seat crossbeam.

[0025] Optionally, the connecting piece is an integral casting.

[0026] Optionally, the cross section includes a first cross section, a second cross section and a third cross section, the first cross section is connected to the front seat cross beam, the third cross section is connected to the rear seat cross beam, and both ends of the second cross section are respectively connected to the first cross section and the third cross section.

[0027] Optionally, the first cross section and the third cross section are U-shaped structures formed by multiple surfaces and open downward, and the front seat cross beam and the rear seat cross beam are respectively wrapped in the first cross section and the third cross section.

[0028] Optionally, at least one triangular rib is provided on the connecting member, and two right-angled sides of the triangular rib are respectively provided on the vertical portion of the connecting member and the horizontal portion of the connecting member.

[0029] Optionally, the triangular rib is connected to the vertical portion of the connecting portion via a cylindrical member.

[0030] Optionally, the interior of the front seat crossbeam is a two-grid cavity structure, and the interior of the rear seat crossbeam is a three-grid cavity structure.

[0031] A third aspect of an embodiment of the present application provides a vehicle, characterized in that it includes the sill beam described in any one of the first aspects or the lower body structure described in any one of the second aspects.

[0032] Optionally, a battery pack is also included, which is arranged below the seat crossbeam and connected to the seat crossbeam; the two ends of the front seat crossbeam and the rear seat crossbeam are respectively connected to the left beam and the right beam of the battery pack; the front seat crossbeam is also connected to the internal longitudinal beam of the battery pack, and the rear seat crossbeam is connected to the internal crossbeam of the battery pack. BRIEF DESCRIPTION OF THE DRAWINGS

[0033] The following drawings of the embodiments of the present application are hereby incorporated as part of the present application for understanding the present application. The drawings show the embodiments of the present application and their descriptions, and are used to explain the principles of the present application. In the drawings,

[0034] Figure 1 A schematic diagram of a threshold beam structure provided in an embodiment of the present application;

[0035] Figure 2 Provided in the embodiments of this application Figure 1 Schematic diagram of the BB section structure of the middle threshold beam;

[0036] Figure 3 A schematic diagram of a lower vehicle body structure provided in an embodiment of the present application;

[0037] Figure 4 Provided in the embodiments of this application Figure 3 Schematic diagram of the side column impact force transmission structure at the middle AA section;

[0038] Figure 5 A schematic diagram of a lower vehicle body structure provided in an embodiment of the present application;

[0039] Figure 6 A schematic diagram of a connector structure provided in an embodiment of the present application;

[0040] Figure 7 A schematic diagram of the connection between a connector and a door sill beam and a seat crossbeam provided in an embodiment of the present application;

[0041] Figure 8 A front seat crossbeam and its FF cross-section diagram provided in an embodiment of the present application;

[0042] Figure 9 A schematic diagram of a rear seat crossbeam and its GG cross section provided in an embodiment of the present application;

[0043] Figure 10A schematic diagram of the connection between a seat crossbeam and a battery pack provided in an embodiment of the present application.

[0044] The reference numerals in the specification are as follows:

[0045] 100. Sill beam; 101. Sill body; 102. Sill extension; 103. Sill stop; 104. Left sill beam; 105. Right sill beam; 106. First stiffener; 107. First chamber; 108. First force transmission area; 109. Second force transmission area; 110. Second chamber; 111. Second stiffener; 112. Upper chamber; 113. Lower chamber; 114. Third stiffener; 115. Fourth stiffener; 116. Sealing part; 200. Lower vehicle body structure; 201. Front large casting; 202. Rear large casting; 203. Seat crossbeam ; 204, front seat crossbeam; 205, rear seat crossbeam; 206, connecting part; 207, vertical part; 208, cross part; 209, first cross part; 210, second cross part; 211, third cross part; 212, triangular rib; 213, cylindrical part; 300, vehicle; 301, battery pack; 302, left beam; 303, right beam; 304, longitudinal beam; 305, cross beam; 306, sealing cotton; 307, bolt; X, vehicle length direction; Y, vehicle width direction; Z, vehicle height direction; H, force transmission path; I, center line of seat crossbeam. DETAILED DESCRIPTION

[0046] In order to make the technical problems, technical solutions and beneficial effects solved by the present invention more clearly understood, the present invention is further described in detail below in conjunction with the embodiments. It should be understood that the specific embodiments described herein are only used to explain the present invention and are not intended to limit the present invention.

[0047] In the following description, a large number of specific details are provided to provide a more thorough understanding of the present application. However, it will be apparent to those skilled in the art that the present application embodiments can be implemented without one or more of these details. In other examples, some technical features well known in the art are not described to avoid confusion with the present application embodiments.

[0048] Herein, ordinal numbers such as “first” and “second” cited in this application are merely identifiers and do not have any other meanings, such as a specific order, etc. Moreover, for example, the term “first component” itself does not imply the existence of a “second component”, and the term “second component” itself does not imply the existence of a “first component”.

[0049] In this document, “upper”, “lower”, “front”, “back”, “left”, “right”, etc. are only used to indicate the relative position relationship between related parts, rather than to limit the absolute positions of these related parts.

[0050] In this document, “equal”, “same”, etc. are not strictly limited in a mathematical and / or geometric sense, but also include errors that can be understood by those skilled in the art and are allowed in manufacturing or use.

[0051] Unless otherwise stated, numerical ranges herein include not only the entire range between its two endpoints but also the several sub-ranges contained therein.

[0052] The embodiment of the present application provides a threshold beam 100, referring to Figure 1 The sill beam 100 includes a sill body 101 and a sill extension 102. In the second direction (the vehicle width direction), the sill extension 102 is connected to the inner surface of the sill body 101 and is adapted to connect to the seat cross member 203. In the second direction, when the outer surface of the sill body 101 is impacted, the impact force is sequentially transmitted along the sill body 101 and the sill extension 102 to the seat cross member 203.

[0053] According to the threshold beam 100 of the present application, by providing a threshold inner extension 102 and connecting it to the inner surface of the threshold body 101, the connection transition between the threshold beam 100 and the seat crossbeam 203 is smoother, thereby enhancing the structural stability between the threshold beam 100 and the seat crossbeam 203. When the outer surface of the threshold body 101 is collided, the collision force can be transmitted in sequence along the threshold body 101 and the threshold inner extension 102 to the seat crossbeam 203. The optimization of the collision force transmission path helps to disperse and absorb the collision energy more effectively, thereby reducing the risk of the seat crossbeam 203 rolling over when colliding with the side column, thereby reducing the impact on the battery pack 301 and the passenger compartment, and reducing safety risks.

[0054] In some embodiments, reference Figure 1 In the vehicle height direction, the threshold beam 100 also includes a threshold stop 103, which is arranged on the upper surface of the threshold body 101. The threshold stop 103 can provide a clear positioning reference for other body parts (such as side outer panels, roof, etc.). During the vehicle assembly process, each component needs to be accurately installed to the predetermined position. The existence of the threshold stop 103 allows these components to be accurately docked with the threshold beam 100, ensuring the relative position accuracy between the components, thereby improving the assembly quality of the entire body structure for connection and positioning with other body parts. Compared with the traditional steel body structure, the threshold beam 100 of the present application integrates the inner and outer panels of the threshold of the steel body structure, the aluminum profile inside the threshold beam, the bracket, the threshold stop 103 and other structures at one time, significantly reducing the number of parts and welding points, achieving extreme lightweight and rapid assembly, and improving the production cycle.

[0055] In some embodiments, reference Figure 1 and Figure 2A plurality of first ribs 106 are provided inside the threshold body 101. The plurality of first ribs 106 divide the interior of the threshold body 101 into a plurality of first chambers 107. The plurality of first chambers 107 divide the threshold body 101 into a first force transmission area 108 and a second force transmission area 109 along a third direction (vehicle height direction).

[0056] Specifically, these first ribs 106 are staggered or arranged in parallel with each other, dividing the internal space of the rocker body 101 into a plurality of closed or semi-enclosed first chambers 107. The plurality of first chambers 107 exhibit different distribution characteristics in the third direction (the vehicle height direction), thereby dividing the rocker body 101 into a first force transmission area 108 and a second force transmission area 109. After the outer surface of the rocker body 101 is hit by a collision, the collision force is mainly transmitted through the first force transmission area 108 on the rocker body 101. For example, the first force transmission area 108 is located at the key force area of ​​the rocker body 101, and the second force transmission area 109 is located relatively far away from the key area. Different first chambers 107 can be designed differently in shape, size and layout according to force transmission requirements. For example, the first chamber 107 close to the first force transmission area 108 may be more compact and the wall thickness may be appropriately increased to better withstand and transmit collision forces.

[0057] The presence of multiple first chambers 107 provides space for absorbing and buffering collision forces. When the collision force acts on the rocker body 101, the wall of the first chamber 107 will deform, absorbing part of the collision energy and reducing the energy transferred to key parts such as the passenger compartment and battery pack 301 in the vehicle, thereby reducing the risk of injury to people and important components in the vehicle. The division of the first force transmission area 108 and the second force transmission area 109 can achieve directional transmission of the collision force according to the distribution characteristics of the collision force during a side collision of the vehicle. When a side collision occurs, the collision force first acts on a specific area of ​​the rocker body 101. The first force transmission area 108 can preferentially bear and transmit this part of the collision force. Through the first chamber 107 structure inside it, the collision force is gradually dispersed and transmitted along a predetermined path to avoid local excessive force causing structural damage.

[0058] In some embodiments, the number of first chambers 107 in the first force-transfer area 108 is greater than the number of first chambers 107 in the second force-transfer area 109. The first force-transfer area 108 is typically the primary force-bearing region during a side collision. More first chambers 107 provide more room for deformation and energy-absorbing structures. During a collision, these chambers can absorb more collision energy through their own deformation, reducing the energy transferred to the passenger compartment and key components within the vehicle, thereby reducing the risk of injury to occupants.

[0059] Reference Figure 1 and Figure 2Seven first chambers 107 are formed within the sill body 101. In the third direction (the vehicle's height), the first force transmission area 108 is composed of four first chambers 107, and the second force transmission area 109 is composed of three first chambers 107. In other words, the interior of the sill body 101 adopts a seven-grid design, with dense upper and sparse lower grids. The side pillar impact load is primarily transmitted by the upper first force transmission area 108, ensuring smooth force transmission, stable support by the seat crossbeam 203, and sufficient energy absorption by the sill beam 100. Of course, the interior of the sill body 101 of the present application is not limited to a seven-grid design.

[0060] In some embodiments, reference Figure 1 and Figure 2 , in the second direction (the width direction of the vehicle body), the projection of the sill extension 102 at least partially overlaps with the projection of the first force transmission area 108. The first force transmission area 108 serves as the main force transmission area of ​​the sill body 101 and bears the main impact force when the vehicle collides from the side. The projection of the sill extension 102 at least partially overlaps with the projection of the first force transmission area 108, so that when a collision occurs, the force received by the first force transmission area 108 can be quickly and directly transmitted to the seat crossbeam 203 through the sill extension 102. As an important structural component of the vehicle body, the seat crossbeam 203 has a strong load-bearing capacity and can further disperse and absorb the collision force, avoid excessive concentration of the collision force in the sill beam 100 area, reduce deformation and damage to the sill beam 100, and thus protect the safety of the occupants in the vehicle.

[0061] Reference Figure 2 In the second direction (the width direction of the vehicle body), the projection of the door sill extension 102 completely overlaps with the projection of the first force transmission area 108, so that when a collision occurs, the force exerted on the first force transmission area 108 can be quickly and directly transmitted to the seat crossbeam 203 through the door sill extension 102. This efficient force transmission path can ensure that the collision force is quickly transmitted to the seat crossbeam 203 along the door sill extension 102, reducing the risk of the door sill beam 100 being squeezed and intruded into the passenger compartment, providing a larger living space for the occupants.

[0062] In some embodiments, reference Figure 1The end surface of the threshold inner extension 102 is U-shaped, and the inner surface of the threshold body 101 is connected to the open end of the threshold inner extension 102, so that a second chamber 110 is formed between the threshold body 101 and the threshold inner extension 102. The threshold inner extension 102 is generally in the shape of an elongated strip, and its end surface is designed to be U-shaped. The inner surface of the threshold body 101 is a flat surface or a surface with a certain curvature according to structural requirements, and fits tightly with the open end of the threshold inner extension 102. The connection method can adopt a welding process, such as laser welding. Laser welding has the advantages of high energy density, fast welding speed, and small heat-affected zone. It can ensure that the connection between the threshold body 101 and the threshold inner extension 102 is firm and well-sealed. After the threshold body 101 and the threshold inner extension 102 are connected, a second chamber 110 is formed between the two. The second chamber 110, the threshold body 101, and the threshold inner extension 102 together constitute a complex force transmission structure. During the transmission process, the collision force is dispersed and transmitted along the wall surface and reinforcement structure of the second chamber 110, making the force transmission more uniform and reasonable. This optimized force transmission path can avoid local stress concentration and improve the collision resistance of the entire door sill structure.

[0063] In some embodiments, a second rib 111 is disposed within the second chamber 110, dividing it into an upper chamber 112 and a lower chamber 113 along the third direction (the vehicle body height). This further enhances the structural stability and energy absorption capacity, and further increases the rigidity of the local area. The second rib 111 also limits deformation of the walls of the second chamber 110, making the sill beam 100 more rigid when subjected to stress.

[0064] In some embodiments, the second rib 111 is tilted in the second chamber 110, and one end point of the second rib 111 is located below the axis of the seat crossbeam 203 (the axis of the seat crossbeam 203 refers to an imaginary straight line that passes through the geometric center of the cross section of the seat crossbeam 203 and represents the center axis of the crossbeam in the length direction. During the assembly process of the automobile body, the axis of the seat crossbeam 203 can be used as a positioning reference to ensure the accurate installation position of the seat crossbeam 203 in the vehicle body structure) to guide the collision force to be transmitted along the lower side of the axis of the seat crossbeam 203. Figure 1 and Figure 2, the second rib plate 111 is integrally in the shape of a long strip plate, and is inclined and arranged in the second chamber 110. The inclination angle is optimized according to the force transmission direction during vehicle collision and the force-receiving characteristics of the seat cross beam 203, so that the second chamber 110 forms a structure similar to the Chinese character 'Ri' (日). By forming a structure similar to the Chinese character 'Ri', the collision force can be more evenly distributed in these small chambers during the transmission process. This way of dispersing stress can avoid the phenomenon of stress concentration in a single area. The second rib plate 111 is inclined and one end is located below the axis line of the seat cross beam 203, which can effectively guide the collision force to be transmitted along the lower side of the axis line of the seat cross beam 203. When a side collision occurs to the vehicle, the collision force acts on the sill beam 100, and the second rib plate 111 is like a 'guide', transmitting the collision force to the seat cross beam 203 in a preset direction. This directional force transmission method can avoid the situation of deviation or uneven dispersion of the collision force during the transmission process, enabling the seat cross beam 203 to more effectively withstand and disperse the collision force.

[0065] In some embodiments, the upper wall of the upper chamber 112 is the third rib plate 114, and the lower wall of the lower chamber is the fourth rib plate 115. The thicknesses of the second rib plate 111, the third rib plate 114, and the fourth rib plate 115 are all greater than the thickness of the first rib plate 106. That is to say, the rib plate thickness of the sill in伸 body 102 is greater than the rib plate thickness of the deformation area of the sill body 101. The third rib plate 114 and the fourth rib plate 115 are the boundaries of the upper chamber 112 and the lower chamber. The thicker structure can prevent the chamber from being overly deformed during a collision, ensuring the support stability of the sill in伸 body 102, reducing the intrusion into the vehicle occupant compartment, and providing a larger living space for the occupants. When a side collision occurs to the vehicle, the areas where the second rib plate 111, the third rib plate 114, and the fourth rib plate 115 are located are the main force transmission parts. The thicknesses of these rib plates are greater than that of the first rib plate 106, and they can withstand greater collision forces without being damaged. As mentioned above, when impacted from the side, the second rib plate 111 can effectively guide the collision force to the seat cross beam 203, and its thicker structure can ensure that it will not break due to excessive force during the transmission process, thus ensuring that the collision force can be smoothly transmitted and dispersed.

[0066] In some embodiments, the thickness of the third rib 114 is less than the thickness of the second rib 111 and the fourth rib 115, and the thickness of the fourth rib 115 gradually increases in the direction close to the threshold body 101. The upper wall of the upper chamber 112 is the third rib 114, the lower wall of the lower chamber is the fourth rib 115, and the second rib 111 is the middle rib of the second chamber 110. In the design of the rib thickness, the thickness of the third rib 114 is less than the thickness of the second rib 111 and the fourth rib 115. This thickness difference is determined based on the force conditions of different ribs during the collision. The area of ​​the upper chamber 112 where the third rib 114 is located is relatively small in direct impact force during a side collision, and mainly plays a certain role in supporting and assisting force transmission. Therefore, a relatively thin thickness can be used to reduce weight while ensuring structural strength. The second rib 111 is located in the middle of the second chamber 110 and has an important force transmission task. It needs to withstand a large collision force. Therefore, its thickness is relatively large to ensure that it will not break or deform excessively during the transmission of the collision force. The thickness of the fourth rib 115 gradually increases in the direction close to the threshold body 101. Since the threshold body 101 is one of the main force-bearing areas during a collision, the part close to the threshold body 101 needs to withstand a greater collision force. The gradually increasing thickness design can enable the fourth rib 115 to better disperse and transmit stress during a collision, avoiding local stress concentration.

[0067] In some embodiments, in the first direction (vehicle length direction), a sealing portion 116 is further provided at the end surface of the rocker inner extension 102. Figure 1 and Figure 5 The sealing portion 116 is a short overlapping sealing edge extending from the front and rear ends of the door sill extension body 102, and the sealing edge overlaps the front large casting 201 and the rear large casting 202 respectively to play an overlapping sealing role.

[0068] The present application also provides a lower vehicle body structure, including the rocker beam 100 mentioned above.

[0069] According to the lower body structure of the present application, by providing a sill inner extension 102 and connecting it to the inner surface of the sill body 101, the connection transition between the sill beam 100 and the seat crossbeam 203 is smoother, thereby enhancing the structural stability between the sill beam 100 and the seat crossbeam 203. When the outer surface of the sill body 101 is collided, the collision force can be transmitted in sequence along the sill body 101 and the sill inner extension 102 to the seat crossbeam 203. The optimization of the collision force transmission path helps to disperse and absorb the collision energy more effectively, thereby reducing the risk of the seat crossbeam 203 rolling over when colliding with the side column, thereby reducing the impact on the battery pack 301 and the passenger compartment, and reducing safety risks.

[0070] In some embodiments, reference Figure 5In the second direction (the width direction of the vehicle body), the sill beam 100 includes a left sill beam 104 and a right sill beam 105 that are arranged opposite to each other; the lower body structure includes a front large casting 201 and a rear large casting 202, and the ends of the left sill beam 104 and the right sill beam 105 are respectively connected to the front large casting 201 and the rear large casting 202; the front large casting 201, the rear large casting 202, the left sill beam 104 and the rear sill beam are connected to form a U-shaped frame. The U-shaped frame structure forms a continuous force-bearing system in the width direction of the vehicle body. When the vehicle is involved in a side collision, the left sill beam 104 or the right sill beam 105 first bears the impact force. Due to their connection with the front large casting 201 and the rear large casting 202, the collision force can be quickly transmitted in the front-to-back direction along the sill beam 100 and dispersed to the front large casting 201 and the rear large casting 202. Similarly, when the vehicle is involved in a head-on or rear-end collision, the force applied to the front large casting 201 or the rear large casting 202 will also be transmitted to the rocker beam 100 through the U-shaped frame, thereby achieving all-round dispersion of the collision force in the width and length directions of the vehicle body, avoiding local stress concentration, reducing deformation of the vehicle body structure, and thus better protecting the occupants in the vehicle.

[0071] In some embodiments, reference Figure 3 and Figure 5 The lower body structure also includes a seat crossbeam 203, which includes a front seat crossbeam 204 and a rear seat crossbeam 205 spaced apart along a first direction (the length of the vehicle body). The ends of the front seat crossbeam 204 and the rear seat crossbeam 205 are connected to the left door sill beam 104 and the right door sill beam 105, respectively. The connection between the front and rear seat crossbeams and the left and right door sill beams forms a more complete and solid frame for the lower body structure, significantly improving the overall structural rigidity. After the seat crossbeam 203 is connected to the left and right door sill beams, it and the door sill beam 100 jointly construct a multi-dimensional collision force transmission path. In the event of a side collision, the impact force on the door sill beam 100 is not only transmitted along the width of the vehicle body, but also transmitted along the length of the vehicle body through the front and rear seat crossbeams.

[0072] In some embodiments, the lower vehicle body structure further includes a connector 206, through which the sill extension 102 is connected to the seat crossbar 203, and the collision force is sequentially transmitted along the sill beam 100, the sill extension 102, and the connector 206 to the seat crossbar 203. Figure 3 and Figure 4When a side pillar impacts, the sill body 101, sill extension 102, connector 206, and seat crossbar 203 form a four-level force transmission structure, directing the collision force acting on the outer surface of the sill body 101 to the seat crossbar 203. The force is then transmitted through the seat crossbar 203 to the battery pack 301 and the sill beam 100 on the non-collision side, ensuring smooth force transmission and sufficient sill crush. The collision force is transmitted sequentially along the sill beam 100, sill extension 102, and connector 206 to the seat crossbar 203, forming a clear and efficient force transmission path. In a side collision, the sill beam 100 first bears the impact force, and then quickly transmits the force to the seat crossbar 203 through the sill extension 102 and connector 206. This orderly force transmission method prevents excessive concentration of collision force in a local area and reduces deformation of the vehicle body structure.

[0073] In some embodiments, reference Figure 6 and Figure 7 The connector 206 is an L-shaped structure, wherein the vertical portion 207 of the connector 206 is connected to the door sill extension 102, and the horizontal portion 208 of the connector 206 is connected to the seat crossbeam 203. The vertical portion 207 of the L-shaped connector 206 is connected to the door sill extension 102, and the horizontal portion 208 is connected to the seat crossbeam 203. This structure can ensure that the collision force remains stable during the transmission process. When the vehicle collides from the side, the impact force on the door sill beam 100 is first transmitted to the door sill extension 102, and then smoothly transmitted to the seat crossbeam 203 through the L-shaped connector 206. Compared with some connection methods, the L-shaped structure avoids sudden changes in direction or energy loss in the collision force during transmission, allowing the collision force to be more efficiently dispersed to other parts of the vehicle body, reducing local stress concentration and the degree of deformation of the vehicle body structure, thereby better protecting the integrity of the passenger compartment.

[0074] In some embodiments, connector 206 is a one-piece casting. Bolts connect the one-piece casting to the sill extension 102 and the upper surface of the seat crossbar 203. This one-piece casting offers excellent bending rigidity and, in conjunction with the low-profile seat crossbar 203, provides stable support for the sill beam 100, forming a complete lateral force transmission path and ensuring sufficient deformation and energy absorption.

[0075] Furthermore, traditional connection methods, such as welding or bolting, are prone to stress concentration at the joints. One-piece castings, with their lack of joints, avoid this stress concentration. Furthermore, through optimized design, one-piece castings can eliminate the additional material typically added to traditional connection methods, such as reinforcement plates at welded locations and bolted connection plates. This allows for a lightweight lower body structure and reduces the vehicle's overall weight.

[0076] In some embodiments, reference Figure 6The cross section 208 includes a first cross section 209, a second cross section 210, and a third cross section 211. The first cross section 209 is connected to the front seat cross beam 204, and the third cross section 211 is connected to the rear seat cross beam 205. The two ends of the second cross section 210 are respectively connected to the first cross section 209 and the third cross section 211. The first cross section 209 is the front seat cross beam joint, the third cross section 211 is the rear seat cross beam joint, and the second cross section 210 is the middle connection area. The second cross section 210 connects the front and rear seat cross beam joints (i.e., the first cross section 209 and the third cross section 211) into one, thereby increasing the rigidity of the seat cross beam 203 joint.

[0077] In some embodiments, reference Figure 7 The first cross section 209 and the third cross section 211 are U-shaped structures formed by multiple surfaces, opening downward. The front seat cross member 204 and the rear seat cross member 205 are respectively enclosed within the first cross section 209 and the third cross section 211. The integrated connector 206 has a unique overall structure and a targeted design. At the connection between the connector 206 and the seat cross member 203, the first cross section 209 and the third cross section 211 are both U-shaped structures formed by multiple surfaces, opening downward. The front seat cross member 204 is enclosed within the first cross section 209, and the rear seat cross member 205 is enclosed within the third cross section 211. This enclosed design ensures a tight fit between the connector 206 and the seat cross member 203, forming a stable connection. Regarding the connection between the connector 206 and the sill extension 102, the vertical section 207 is aligned with the sill extension 102, ensuring good contact and connection between the two. The horizontal portion 208 of the connecting member 206 is composed of two side-by-side U-shaped structures with openings facing downward, and is connected in the middle by a second horizontal portion 210 (horizontal plate), forming a structure similar to a "double U" with a horizontal plate reinforced in the middle, which makes the connecting member 206 have higher strength and rigidity, and enhances the strength and stability of the horizontal portion 208.

[0078] When the vehicle is involved in a side collision, the impact force is transmitted through the rocker body 101 to the rocker extension 102. Because the vertical portion 207 of the connector 206 fits snugly against the rocker extension 102, the impact force is quickly transmitted to the connector 206. The two parallel U-shaped cross sections and the middle second cross section 210 then evenly distribute the impact force to the front and rear seat cross members enclosed within the first cross section 209 and the third cross section 211. This efficient force transmission method avoids excessive concentration of impact force in a localized area, reduces the risk of damage to the connector 206 and the seat cross member 203 due to excessive stress, and helps protect the integrity of the passenger compartment.

[0079] In some embodiments, at least one triangular rib 212 is provided on the connecting member 206, and two right-angled sides of the triangular rib 212 are respectively provided on the vertical portion 207 of the connecting member 206 and the horizontal portion 208 of the connecting member 206. Figure 6and Figure 7 The connector 206 in this embodiment is an integrated structure, L-shaped as a whole, with a vertical portion 207 and a horizontal portion 208. At least one triangular rib 212 is provided on the connector 206. The special feature of the triangular rib 212 is that its two right-angled sides are connected to the vertical portion 207 and the horizontal portion 208 of the connector 206, respectively. Furthermore, multiple such triangular ribs 212 are evenly distributed on the integrated connector 206 according to a certain pattern. As a reinforcing structure, the triangular rib 212, by connecting with the vertical portion 207 and the horizontal portion 208, changes the original stress distribution and mechanical properties of the connector 206. Stress concentration may originally exist at the right-angle position of the connector 206, but the addition of the triangular rib 212 can effectively disperse and relieve this stress. At the same time, the evenly distributed triangular ribs 212 work together to enhance the supporting force of the connector 206 in the second direction (the vehicle width direction), strengthen the overall rigidity of the L-shaped connector 206, and thus make the connection between the door sill extension 102 and the seat crossbeam 203 more stable.

[0080] In some embodiments, reference Figure 6 The triangular rib 212 is connected to the vertical portion 207 of the connection portion by a cylindrical member 213. The connection between the vertical portion 207 of the L-shaped connector 206 and the triangular rib 212 adopts a cylindrical member 213 for connection transition, which reduces the cracking of the connection of the triangular rib 212 during collision.

[0081] In some embodiments, reference Figure 8 and Figure 9 The front seat crossbeam 204 has a two-grid cavity structure, while the rear seat crossbeam 205 has a three-grid cavity structure. Both the front and rear seat crossbeams 204 and 205 are straight beams manufactured using an aluminum extrusion process. The two-grid structure of the front seat crossbeam 204 and the three-grid structure of the rear seat crossbeam 205 enhance their axial load-bearing capacity and bending stiffness.

[0082] The present application also provides a vehicle, comprising the aforementioned rocker beam 100 or lower vehicle body structure.

[0083] In some embodiments, the vehicle further includes a battery pack 301, which is disposed below and connected to the seat crossbar 203; the front seat crossbar 204 and the rear seat crossbar 205 are respectively connected to the left beam 302 and the right beam 303 of the battery pack 301; the front seat crossbar 204 is also connected to the longitudinal beam 304 inside the battery pack 301, and the rear seat crossbar 205 is connected to the internal crossbar of the battery pack 301. Figure 10The front and rear seat crossbeams 204 and 205 are each fastened to the left and right beams 302 and 303 of the battery pack 301 with bolts 307, respectively, to prevent the ends of the seat crossbeams 203 from warping during a collision. The front seat crossbeam 204 is connected to the longitudinal beam 304 inside the battery pack 301 with one bolt 307; the rear seat crossbeam 205 is connected to the crossbeam 305 inside the battery pack 301 directly below it with two bolts 307. This improves the integrity of the seat crossbeam 203 and the battery pack 301, which helps to increase the bending stiffness of the seat crossbeam 203 and prevents the seat crossbeam 203 from separating from the battery pack 301 during a side pillar collision, causing the seat crossbeam 203 to warp and ultimately endanger the safety of the occupants.

[0084] Reference Figure 4 A certain gap is maintained between the seat cross member 203 and the door sill extension cavity, facilitating assembly of the seat cross member 203 and the integral connecting casting. Furthermore, the door sill extension 102 also serves as a sealing surface for the vehicle body, working together with the battery pack 301 extension grid and sealing pads 306 to seal the passenger compartment. This eliminates one sealing panel from the vehicle body and provides improved sealing rigidity, ensuring a tight seal within the passenger compartment.

[0085] The present application has been described through the above embodiments, but it should be understood that the above embodiments are for illustrative and illustrative purposes only and are not intended to limit the present application to the described embodiments. Those skilled in the art will appreciate that many more variations and modifications may be made based on the teachings of this application, and all of these variations and modifications fall within the scope of protection claimed in this application.

Claims

1. A threshold beam, characterized in that: The threshold beam includes: a threshold body; a door sill inner extension, connected to the inner surface of the door sill body in the second direction, and adapted to be connected to a seat crossbeam; The sill beam is configured such that, in the second direction, when the outer surface of the sill body is impacted, the impact force is sequentially transmitted along the sill body and the sill inner extension to the seat cross beam.

2. The door sill beam according to claim 1, characterized in that: A plurality of first ribs are provided inside the threshold body. The plurality of first ribs divide the interior of the threshold body into a plurality of first chambers. The plurality of first chambers divide the threshold body into a first force transmission area and a second force transmission area along the third direction.

3. The door sill beam according to claim 2, characterized in that: The number of the first chambers in the first force transmission area is greater than the number of the first chambers in the second force transmission area.

4. The door sill beam according to claim 2, characterized in that: In the second direction, a projection of the rocker inner extension at least partially overlaps with a projection of the first force transmission area.

5. The door sill beam according to claim 4, characterized in that: The end surface of the threshold inner extension is U-shaped, and the inner surface of the threshold body is connected to the open end of the threshold inner extension, so that a second cavity is formed between the threshold body and the threshold inner extension.

6. The door sill beam according to claim 5, characterized in that: A second rib is provided in the second chamber, and the second rib divides the second chamber into an upper chamber and a lower chamber along a third direction.

7. The door sill beam according to claim 6, characterized in that: The second rib is tiltedly arranged in the second cavity, and one end point of the second rib is located below the axis of the seat beam to guide the collision force to be transmitted along the lower side of the axis of the seat beam.

8. The door sill beam according to claim 6, characterized in that: The upper wall of the upper chamber is the third rib plate, the lower wall of the lower cavity is the fourth rib plate, and the thicknesses of the second rib plate, the third rib plate and the fourth rib plate are all greater than the thickness of the first rib plate.

9. The door sill beam according to claim 8, characterized in that: The thickness of the third rib is smaller than that of the second rib and the fourth rib, and the thickness of the fourth rib gradually increases in a direction approaching the door sill body.

10. The door sill beam according to claim 5, characterized in that: In the first direction, a sealing portion is further provided at the end surface of the door sill inner extension.

11. The door sill beam according to claim 1, characterized in that: It also includes a threshold stop, which is arranged on the upper surface of the threshold body in the third direction.

12. A lower vehicle body structure, characterized in that: The present invention comprises the door sill beam according to any one of claims 1 to 11.

13. The lower vehicle body structure according to claim 12, characterized in that: In the second direction, the sill beam includes a left sill beam and a right sill beam that are relatively arranged; the lower body structure includes a front large casting and a rear large casting, and the two ends of the left sill beam and the right sill beam are respectively connected to the front large casting and the rear large casting; the front large casting, the rear large casting, the left sill beam and the rear sill beam are connected to form a U-shaped frame.

14. The lower vehicle body structure according to claim 13, characterized in that: It also includes a seat crossbeam, which includes a front seat crossbeam and a rear seat crossbeam spaced apart along a first direction, and two ends of the front seat crossbeam and the rear seat crossbeam are respectively connected to the left door sill beam and the right door sill beam.

15. The lower vehicle body structure according to claim 14, characterized in that: It also includes a connecting piece, through which the door sill extension is connected to the seat crossbeam, and the collision force is transmitted to the seat crossbeam in sequence along the door sill beam, the door sill extension, and the connecting piece.

16. The lower vehicle body structure according to claim 15, characterized in that: The connecting member is an L-shaped structure, the vertical portion of the connecting member is connected to the door sill inner extension, and the horizontal portion of the connecting member is connected to the seat crossbeam.

17. The lower vehicle body structure according to claim 15 or 16, characterized in that: The connecting piece is an integral casting.

18. The lower vehicle body structure according to claim 16, wherein: The cross section includes a first cross section, a second cross section and a third cross section. The first cross section is connected to the front seat cross beam, the third cross section is connected to the rear seat cross beam, and two ends of the second cross section are respectively connected to the first cross section and the third cross section.

19. The lower vehicle body structure according to claim 18, wherein: The first cross section and the third cross section are U-shaped structures formed by a plurality of surfaces and opened downward, and the front seat cross beam and the rear seat cross beam are respectively wrapped in the first cross section and the third cross section.

20. The lower vehicle body structure according to claim 16, wherein: At least one triangular rib is provided on the connecting member, and two right-angled sides of the triangular rib are respectively provided on the vertical portion of the connecting member and the horizontal portion of the connecting member.

21. The lower vehicle body structure according to claim 20, characterized in that: The triangular rib is connected to the vertical portion of the connecting portion through a cylindrical member.

22. The lower vehicle body structure according to claim 14, wherein: The interior of the front seat crossbeam is a two-grid cavity structure, and the interior of the rear seat crossbeam is a three-grid cavity structure.

23. A vehicle, characterized in that: It comprises the sill beam according to any one of claims 1 to 11, or the lower vehicle body structure according to any one of claims 12 to 22.

24. The vehicle according to claim 23, characterized in that It also includes a battery pack, which is arranged below the seat crossbeam and connected to the seat crossbeam; the two ends of the front seat crossbeam and the rear seat crossbeam are respectively connected to the left beam and the right beam of the battery pack; the front seat crossbeam is also connected to the internal longitudinal beam of the battery pack, and the rear seat crossbeam is connected to the internal crossbeam of the battery pack.

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