Reinforcing beam, threshold beam and vehicle

Abstract

The present disclosure relates to a stiffening beam, a sill beam, and a vehicle capable of simultaneously transmitting and reducing a collision force and guiding a wheel to deflect outward of the vehicle so as to reduce the collision force (collision energy) directly transmitted to a vehicle body structure. The reinforcement beam includes: a main body portion extending linearly in a front-rear direction of the vehicle; and a guide portion connected to a distal end of the main body portion and gradually curved toward a vehicle inner side as the guide portion moves away from the main body portion in the front-rear direction such that at least a portion of the guide portion is located further toward the vehicle inner side than the main body portion.

Description

Technical Field

[0001] This disclosure relates to reinforced beams, sill beams, and vehicles, and belongs to the field of vehicle technology. Background Technology

[0002] During vehicle operation, both frontal and rear-end collisions pose significant structural safety hazards. In frontal collisions, because the impact area only involves a portion of the vehicle body, the collision force (collision energy) is concentrated and transferred to a portion of the body structure. The smaller the overlap area, the greater the impact force the body structure must withstand. Especially in small overlap (25%) scenarios, the powerful impact force is directly transmitted through the front wheels to the A-pillar and the front area of ​​the door sill beam, easily causing intrusion and deformation of the passenger compartment due to excessive impact force, seriously threatening the lives of the occupants. In rear-end collisions, the impact force is transmitted through the rear wheels, rear suspension, and rear body structure, easily leading to force accumulation at the rear of the door sill beam and adjacent B-pillar and C-pillar areas, causing lateral intrusion of the rear passenger compartment, also posing a threat to the occupants.

[0003] Currently, the sill beam structure of mass-produced vehicles is arranged in a straight line parallel to the vehicle's X-axis (front-to-back direction). While this structure can transfer and disperse the impact force along the X-axis during a collision, the force of both frontal and rear-end collisions is along the X-axis, meaning the impact force is almost entirely transferred to the vehicle body structure, making effective force reduction difficult. Furthermore, the traditional structure has a limited collision protection area. In a frontal collision, if the suspension links deform or break, the wheels may deflect inwards, avoiding the sill beam and directly impacting the underlying battery pack. In a rear-end collision, the rear wheels may also deflect inwards due to the lack of effective blocking and guiding structures, potentially squeezing or even puncturing the battery pack from the rear, posing a serious safety risk.

[0004] It is evident that existing door sill beam structures generally suffer from insufficient impact force reduction capabilities and inadequate protection for critical components such as the power battery pack when dealing with frontal or rear collisions, leaving room for improvement. Summary of the Invention

[0005] To address the aforementioned technical problems, this disclosure proposes a reinforcing beam, a sill beam, and a vehicle that can simultaneously transmit and reduce collision forces, as well as guide the wheels to deflect outwards to reduce the collision forces (collision energy) directly transmitted to the vehicle body structure.

[0006] Specifically, the first aspect of this disclosure provides a reinforcing beam for a sill beam of a vehicle, comprising: a main body extending linearly along the longitudinal direction of the vehicle; and a guide portion connected to an end of the main body in the longitudinal direction and gradually curving toward the inner side of the vehicle in the left-right direction as it moves away from the main body in the longitudinal direction, such that at least a portion of the guide portion is located further inside the vehicle than the main body.

[0007] According to the reinforcing beam for the sill beam with the above configuration, unlike the conventional sill beam that extends only in a straight line along the longitudinal direction, the first aspect of the reinforcing beam is equipped with a guide portion connected to the end of the main body and bent inwards so that at least a portion of it is located inside the vehicle body. Therefore, when a collision force acts on the front or rear of the vehicle, the bent guide portion can contact the wheel before the main body, changing the contact position and angle between the wheel and the sill beam by utilizing the bending shape. By guiding the wheel's trajectory through its own position and shape, it pushes the wheel outwards, reducing the direct impact of the wheel on the main body and critical components of the vehicle body (such as the power battery). At the same time, thanks to the spatial layout of the bent structure of the guide portion, the coverage area of ​​the collision zone can be expanded, reducing the accumulation of collision force in local areas, reducing the risk of intrusion deformation of the passenger compartment, and improving the sill beam's protective capability for critical areas in the initial stage of a collision. In addition, thanks to the main body that extends in a straight line along the longitudinal direction of the vehicle, the collision force transmitted from the guide portion can be stably received, ensuring that the collision force continues to be effectively dispersed to the rear of the collision direction.

[0008] Preferably, in the reinforcing beam described in the first aspect, the guide portion is disposed in the A-pillar area corresponding to the A-pillar of the vehicle body.

[0009] The reinforced beams with the aforementioned configuration effectively enhance the vehicle's protective performance in frontal collisions. Specifically, in a frontal collision (especially a small offset collision), the impact force acts directly on the front of the vehicle, with the impact energy highly concentrated at the front of the wheels, A-pillar, and sill beams, easily causing vehicle body deformation. The A-pillar is a critical component at the front of the passenger compartment, supporting the front structure of the vehicle and resisting impact forces; its strength and stability directly determine the occupant survival space. If the A-pillar, for example, is subjected to significant compressive force from the wheels and excessively deforms and intrudes into the vehicle interior, it will compress the front passenger space, causing displacement of components such as the steering wheel and dashboard, exacerbating injuries. The first aspect of this disclosure is that by placing the guide portion in the A-pillar area corresponding to the A-pillar of the vehicle body, the structural strength below the A-pillar can be significantly improved. In a frontal collision, even if the front wheels are impacted and displaced to the rear of the vehicle, the guide portion in the area corresponding to the A-pillar will contact the wheel first. Its curvature bending inwards towards the vehicle generates a normal reaction force, pushing the wheel outwards and away from the A-pillar, reducing the collision force directly transmitted to the vehicle body and lowering the risk of A-pillar deformation. At the same time, the guide portion transfers some energy to the rear of the vehicle, which, together with the main body, disperses the energy, reducing the stress on the A-pillar and the passenger compartment, and together with the A-pillar, forms a reliable protection system to ensure the safety of the front occupants.

[0010] Preferably, in the reinforcing beam described in the first aspect, the guide portion includes: an upper guide beam disposed on the upper side in the vertical direction of the vehicle, and a lower guide beam disposed on the lower side of the upper guide beam and independent of the upper guide beam, wherein the curvature of the upper guide beam towards the inside of the vehicle is less than the curvature of the lower guide beam towards the inside of the vehicle, and wherein the length of the upper guide beam in the longitudinal direction is greater than the length of the lower guide beam in the longitudinal direction.

[0011] Based on the reinforced beam with the above configuration, the guide section is configured as two independent upper and lower guide beams. Compared with a single guide structure, the layered layout can function separately for different stages of wheel movement and position changes during a collision, avoiding the functional limitations of a single structure. The upper guide beam contacts the wheel first, undertaking the task of force transmission in the initial stage of the collision, while the lower guide beam intervenes in the subsequent stages. The two work together to more comprehensively cover the rearward movement path of the wheel, improving the ability to handle collision forces. By making the upper guide beam longer and with a smaller curvature, it can make contact with the rearward-moving wheel before the lower guide beam in the initial stage of a collision. With its smaller, gentler curvature, it forms an efficient force transmission path, quickly transferring the collision force to the rear of the vehicle in the front-rear direction, reducing energy accumulation at the front of the sill beam. The lower guide beam is shorter and has a larger curvature. After the wheel has been acted upon by the upper guide beam, it makes contact with it. At this point, the larger curvature can provide a stronger guiding effect on the wheel through the curved surface structure. Combined with the energy transfer and dispersion already completed by the upper guide beam, it further optimizes the wheel's trajectory and reduces the direct impact on the vehicle body structure. Through the differentiated design of the upper and lower guide beams, a precise division of labor and efficient coordination of collision force transmission and guidance functions are achieved.

[0012] Preferably, in the reinforcing beam of the first aspect of this disclosure, the curvature of the upper guide beam toward the inside of the vehicle is 5°, the curvature of the lower guide beam toward the inside of the vehicle is 15° to 20°, and / or the length of the upper guide beam is 80 to 120 mm longer than the length of the lower guide beam.

[0013] Based on the reinforced beam with the above configuration, by setting the curvature of the upper and lower guide beams to the aforementioned values ​​or ranges, it is possible to reliably ensure that the upper guide beam efficiently transmits force in the initial stage of a collision, quickly transferring the impact force to the rearward side. Simultaneously, it ensures that the lower guide beam generates sufficient normal reaction force to effectively push the wheel away from the A-pillar area. The upper guide beam is 80–120 mm longer than the lower one, allowing it to contact the wheel earlier to undertake the initial force transmission task. Working in conjunction with the lower guide beam to perform its guiding function, the upper and lower beams work together to enhance the collision protection effect.

[0014] Preferably, the reinforcing beam described in the first aspect further includes: a plurality of connecting beams, the connecting beams connecting the upper guide beam of the guide portion to the main body portion and the lower guide beam to the main body portion, such that the upper guide beam and the lower guide beam of the guide portion are respectively fastened to the main body portion as a whole.

[0015] Based on the reinforcing beams with the above configuration, the upper and lower guide beams, which are independently set, are fixedly connected to the main body through multiple additional connecting beams. These connecting beams enable the upper and lower guide beams to form a stable integrated structure with the main body, preventing relative displacement or detachment of components during collisions. This ensures that the upper and lower guide beams function stably during their respective phases of operation. Furthermore, in addition to their connecting function, the connecting beams increase the overall structural strength, creating a reinforced support between the guide beams and the main body, thereby enhancing the structural rigidity of the entire reinforcing beam structure and further strengthening its impact resistance.

[0016] Preferably, in the reinforcing beam described in the first aspect, the upper guide beam, the lower guide beam, and the main body all include multiple hollow chambers, and the connecting beam is inserted into the corresponding chambers of the upper guide beam and the main body in an interference fit to securely connect the upper guide beam and the main body as one unit, and the connecting beam is inserted into the corresponding chambers of the lower guide beam and the main body in an interference fit to securely connect the lower guide beam and the main body as one unit.

[0017] Based on the reinforced beams with the above configuration, the upper guide beam, lower guide beam, and main body have a hollow multi-chamber structure. This not only enhances their bending, torsional stiffness, and deformation resistance through cavity separation, but also allows the cavity walls to absorb some collision energy through deformation. Especially under lateral impact, they can undergo some collapse deformation to absorb further impact energy. Furthermore, the multi-chamber structure provides precise insertion and positioning for connecting beams, allowing them to be inserted into the corresponding chambers via interference fit, forming a tight, gapless connection. This improves the bonding strength of each component and prevents loosening and detachment. Moreover, the interference fit ensures synchronous deformation of each component, resulting in more even energy absorption and dispersion throughout the overall structure. Compared to bolted connections and welding, no additional fasteners are needed, simplifying the assembly process. This maintains connection reliability under long-term use and extreme conditions such as impacts, avoiding the problems of bolt loosening affecting stability and welding causing stress concentration that reduces impact resistance. Therefore, it comprehensively improves the structural strength, force transmission efficiency, energy absorption effect, overall stability, and functionality of the reinforced beams.

[0018] Preferably, in the reinforcing beam of the first aspect of this disclosure, the guide portion side mating surfaces of the upper guide beam and the lower guide beam of the guide portion for joining with the main body portion are first step surfaces in the left-right direction of the vehicle, and the main body portion side mating surfaces of the main body portion for joining with the upper guide beam and the lower guide beam of the guide portion are second step surfaces in the left-right direction of the vehicle, the second step surfaces and the first step surfaces being complementary to each other.

[0019] According to the reinforcing beam with the above configuration, the joint between the guide section and the main body adopts a complementary stepped shape, which increases the contact surface between the guide section and the main body in the left-right direction. This effectively counteracts the moment that causes the guide section to bend inwards towards the vehicle, reduces the bending deformation of the reinforcing beam, and allows it to continuously perform its functions of force transmission, energy absorption, and guidance during a collision. At the same time, the complementary stepped shape enhances the overall rigidity of the joint area between the guide section and the main body, making the joint more stable, reducing the relative displacement of the joint surface during force transmission, improving the stability and efficiency of force transmission, and further enhancing the overall performance of the reinforcing beam in conjunction with the multi-cavity structure and interference fit connection.

[0020] Preferably, the reinforcing beam of the first aspect of this disclosure further includes: multiple welded sections, the welded sections being disposed at the mating surfaces of the guide section and the main body section to weld the guide section and the main body section together, and the multiple welded sections being spaced apart from each other.

[0021] With the reinforcing beam having the above configuration, multiple spaced-apart welded sections are provided at the joint surface between the guide section and the main body. This further enhances the joint strength between the guide section and the main body. Building upon the improved connection stability achieved by the stepped joint surface, welding creates a more reliable fixation, effectively resisting various forces and moments generated during impacts and preventing relative separation or loosening of the guide section and the main body under stress. Simultaneously, the spaced-apart welded sections avoid stress concentration caused by excessive concentration in the welding area, resulting in more uniform stress distribution at the joint surface.

[0022] A second aspect of this disclosure provides a sill beam for a vehicle, comprising: an outer shell, the outer shell being formed by connecting an inner sill beam plate and an outer sill beam plate, wherein the inner sill beam plate and the outer sill beam plate enclose a receiving cavity; and a reinforcing beam as described in the first aspect, the reinforcing beam being disposed within the receiving cavity of the outer shell.

[0023] A third aspect of this disclosure provides a vehicle having the sill beam described in the second aspect.

[0024] The second aspect, the door sill beam, and the third aspect, the vehicle, are both equipped with the first aspect, the reinforcing beam. Therefore, they can achieve the various technical effects mentioned above. In the event of a collision, the reinforcing beam can efficiently transmit and disperse the collision force and absorb energy, while the outer shell further shares the force, jointly reducing the impact on the vehicle body and interior components, and effectively improving the vehicle's collision protection performance.

[0025] The technical solutions for the reinforcing beam, sill beam, and vehicle disclosed herein have been described in general terms. The following description of the details, with reference to the accompanying drawings, will make them easier to understand. Attached Figure Description

[0026] The accompanying drawings are provided to better understand the invention and are not intended to unduly limit the scope of the invention. Wherein:

[0027] Figure 1 This is a schematic diagram of the vehicle's side profile;

[0028] Figure 2 yes Figure 1 SS sectional view;

[0029] Figure 3 This is a schematic diagram illustrating the force transmission of the reinforcing beam of a traditional door sill beam during a frontal collision.

[0030] Figure 4 This is a schematic exploded view of the reinforcing beam of the threshold beam according to an embodiment of this disclosure;

[0031] Figure 5 This is a schematic front view of the reinforcing beam of the sill beam according to an embodiment of the present disclosure, when viewed from the left side of the vehicle.

[0032] Figure 6 yes Figure 5 AA section view;

[0033] Figure 7 yes Figure 5 BB section view;

[0034] Figure 8 yes Figure 5 CC section view;

[0035] Figure 9 yes Figure 5 An enlarged view of part a;

[0036] Figure 10 This is a rear view of the reinforcing beam of the threshold beam according to an embodiment of this disclosure;

[0037] Figure 11 yes Figure 10 An enlarged view of part b;

[0038] Figure 12 This is a top view of the reinforcing beam of the threshold beam according to an embodiment of this disclosure;

[0039] Figure 13 yes Figure 12 An enlarged view of part c;

[0040] Figure 14 This is a bottom view of the reinforcing beam of the threshold beam according to an embodiment of this disclosure;

[0041] Figure 15 yes Figure 14 An enlarged view of part d;

[0042] Figure 16This is a left view of the reinforcing beam of the threshold beam according to an embodiment of this disclosure;

[0043] Figure 17 This is a right view of the reinforcing beam of the threshold beam according to an embodiment of this disclosure;

[0044] Figure 18 This is a schematic diagram of the force transmission of the sill beam in an embodiment of this disclosure during a head-on collision;

[0045] Figure 19 yes Figure 18 A detailed schematic diagram of (C).

[0046] List of reference numerals

[0047] 1 vehicle

[0048] 2. White body

[0049] 3. A-pillar area of ​​the vehicle body

[0050] 4. B-pillar area of ​​the vehicle body

[0051] 5. C-pillar area of ​​the vehicle body

[0052] 6 front wheels

[0053] 10 Threshold beams

[0054] 11. Outer shell

[0055] 12 Threshold Beam Inner Plate

[0056] 13. Threshold beam outer panel

[0057] 14. Receptacle

[0058] 20 Reinforced Beam

[0059] 21 Main body

[0060] 210 Main body side joint surface (second step surface)

[0061] 211 Second convex part

[0062] 212 Second recess

[0063] 22 Guiding Section

[0064] 23 Upper guide beam

[0065] 230 Guide section side mating surface (first step surface)

[0066] 231 First convex part

[0067] 232 First recess

[0068] 24 Lower guide beam

[0069] 240 Guide Section Side Joint Surface (First Step Surface)

[0070] 241 First convex part

[0071] 242 First recess

[0072] 25 mating surfaces

[0073] 25A Y-direction contact surface

[0074] 26. Cavity

[0075] 27 Connecting beams

[0076] 28 Welding Section

[0077] 29 Welding Section

[0078] H Forward Collision Area

[0079] F Collision force

[0080] F1 Reaction Force

[0081] F2 Thrust

[0082] F3 Reaction Force

[0083] FN normal force

[0084] FT tangential force

[0085] P pressure

[0086] M torque

[0087] m torque

[0088] L-binding area Detailed Implementation

[0089] The technical solution of the present invention will be described more clearly below by referring to the accompanying drawings and specific embodiments.

[0090] It should be noted that the accompanying drawings of this invention are merely schematic diagrams for clearly illustrating the parts related to the solution of this invention, and do not show some unnecessary parts. Therefore, these drawings should not be construed as limiting the invention, and may differ from the actual structure in use. Furthermore, it should be understood that the terms "up," "down," "left," "right," "front," and "rear," etc., indicating orientation or position, may appear in the following description for ease of explanation and are not restrictive. In this embodiment, the terms "up," "down," "left," "right," "front," and "rear" all represent the conventional, known directions of the vehicle; that is, the front of the vehicle is the front side, indicated by the direction of arrow X1; the rear of the vehicle is the rear side, indicated by the direction of arrow X2, and the X direction indicates the forward and backward direction of the vehicle; the wheels are the lower side, indicated by the direction of arrow Z2; the roof is the upper side, indicated by the direction of arrow Z1, and the Z direction indicates the up and down direction of the vehicle; and the right side when facing forward is the right side, indicated by the direction of arrow Y1; the opposite side is the left side, indicated by the direction of arrow Y2, and the Y direction indicates the left and right direction of the vehicle. Furthermore, regarding the vehicle's interior side in the left-right direction (Y), it refers to the side facing the vehicle interior. For example, for the left sill beam, the vehicle's interior side is in the right-facing Y1 direction, while for the right sill beam, the vehicle's interior side is in the left-facing Y2 direction. Similarly, for clarity and brevity, descriptions of well-known functions and structures are omitted in the following description.

[0091] Figure 1 This is a side view of vehicle 1, taken from the left side. Figure 2 for Figure 1 The SS cross-sectional view of vehicle 1. The body-in-white 2 of vehicle 1 includes A-pillars, B-pillars, and C-pillars, as well as a sill beam 10 located on the lower side. When a frontal collision force acts on the front wheels 6 of vehicle 1, the front wheels 6 will be pushed and displaced to the rear (X2 direction) of the vehicle due to the strong collision energy. At this time, the wheels 6 will come into contact with the A-pillar and sill area, transferring the collision force (collision energy) to the body structure. If the A-pillar deforms and intrudes into the vehicle after being subjected to the collision force, it will compress the passenger compartment, causing injury to the occupants. Therefore, in order to avoid excessive intrusion deformation of the passenger compartment during a collision, on the one hand, it is necessary to transfer and disperse the collision force (collision energy) to the rear of the vehicle through the body structure, thereby reducing the collision force directly acting on the passenger compartment area; on the other hand, it is necessary to strengthen the body structure itself in the A-pillar area so that it can withstand greater collision forces. Therefore, as Figure 2As shown, an aluminum alloy reinforcing beam 20 is typically designed into the internal space (i.e., the accommodating cavity) of the outer shell 11 formed by the connection of the inner sill beam 12 and the outer sill beam 13 of the sill beam 10. In the event of a frontal collision, the reinforcing beam 20 can transfer the collision energy transmitted from the wheels to the rear of the vehicle. Simultaneously, its A-pillar corresponding area 3 enhances the structural strength below the A-pillar, while its B-pillar corresponding area 4 and C-pillar corresponding area 5 enhance the structural strength below the B-pillar and C-pillar, respectively.

[0092] Figure 3 This is a schematic diagram of the force transmission of a conventional door sill beam 10 during a frontal collision. For a conventional door sill beam, the inner plate 12, outer plate 13, and internal aluminum alloy reinforcing beam 20, all constructed of high-strength steel, extend along a straight line in the X-direction. Therefore, in a frontal collision, the front wheel 6 is pushed by a huge impact force F (collision energy) to the area corresponding to the A-pillar 3 and collides with the front of the door sill beam. At this time, the impact energy carried by the front wheel 6 is basically completely released to the door sill beam 10 and the area corresponding to the A-pillar 3. The transmission path of the impact force F is relatively simple: it is transmitted along the door sill beam (X direction) to the rear of the vehicle (X2 direction). However, since the force direction of the door sill beam is basically the same as the direction of the rearward movement of the wheel 6 during the entire collision between the front wheel 6 and the door sill beam 10, the impact force F (collision energy) is almost entirely borne by the vehicle body structure. In this situation, if the vehicle body structure is not strong enough or the impact force is too large, it can easily cause excessive intrusion deformation of the area corresponding to the A-pillar 3, thereby endangering the survival space of the occupants. On the other hand, during the collision between the front wheel 6 and the sill beam 10, wheel 6 may exist in two states, the first being... Figure 3 As shown in (A), the orientation of wheel 6 and the direction of the impact force F are basically parallel, that is, along the X direction; the second is... Figure 3 As shown in (B), due to the deformation or breakage of the link connecting wheel 6 in the front suspension, the attitude of wheel 6 is biased towards the inside of the vehicle. In the second wheel state, the collision force F of wheel 6 is decomposed into a force F1 towards the inside of the vehicle and a force F2 towards the front and rear directions. Wheel 6 may directly collide with the front of the power battery under the action of force F1, causing more serious consequences.

[0093] To address the aforementioned issues, this embodiment proposes a reinforcing beam 20 for the sill beam 10. Compared to the traditional sill beam structure, it can simultaneously transmit and reduce collision forces, and guide the wheels 6 to deflect outwards, thereby reducing the collision forces (collision energy) directly transmitted to the vehicle body structure.

[0094] Figure 4 This is a schematic exploded view of the reinforcing beam 20 of the threshold beam 10 according to an embodiment of this disclosure; Figures 5-17The figures show six views of the reinforcing beam 20, as well as corresponding sectional views or enlarged views. The reinforcing beam 20 shown in the figures is an example of the left reinforcing beam located on the left side of the vehicle. The right reinforcing beam can be constructed in a manner that is symmetrical to the left reinforcing beam, and will not be described again here.

[0095] like Figure 4 , Figure 5 , Figure 10 , Figure 12 , Figure 14 As shown, the reinforcing beam 20 of this embodiment includes: a main body 21, which extends in a straight line along the longitudinal direction X of the vehicle; and a guide portion 22, which is connected to the end of the main body 21 in the longitudinal direction X (in this embodiment, the front side, i.e., the end in the X1 direction), and extends from the main body 21 toward the inner side of the vehicle in the left-right direction Y. Figure 4 The guide portion 22 bends towards the inside of the vehicle (in the Y1 direction) as it moves away from the main body 21 in the front-rear direction X, such that at least a portion of the guide portion 22 is located inside the vehicle than the main body 21.

[0096] In this embodiment, the main body 21 and the guide 22 are as follows: Figure 4 The diagram shows a separate, independent structure connected by other means. However, the main body 21 and guide portion 22 could also be integrally formed. However, since manufacturing and processing are easier and more cost-effective when the main body 21 and guide portion 22 are separate, and different materials can be used for the main body and guide portion, this separate structure is more preferred in this embodiment.

[0097] The reinforcing beam 20 for the threshold beam 10 in this embodiment and Figure 3 The sill beams shown all extend differently along the front-to-back direction. In this embodiment, the reinforcing beam 20 has a guide portion 22 with a gradually curving arc towards the inside of the vehicle at the end of the main body 21. Therefore, when a collision force acts on the front of the vehicle, the curved guide portion 22 can contact the wheel 6 before the main body 21. This changes the contact position and angle between the wheel 6 and the sill beam 10 by utilizing the curvature, guiding the movement trajectory of the wheel 6 through its own position and shape, pushing it outward (Y2 direction) of the vehicle, reducing the direct impact of the wheel 6 on the main body 21 and key vehicle components (such as the power battery 7). At the same time, the spatial layout of the curved structure of the guide portion 22 can expand the impact area (see, for example, see...). Figure 18The coverage area of ​​the sill beam 10 (H) reduces the accumulation of collision force in local areas, lowers the risk of intrusion and deformation of the passenger compartment, and enhances the protection capability of the sill beam 10 for critical areas in the initial stage of a collision. In addition, the main body 21, which extends in a straight line along the front-rear direction of the vehicle, can stably bear the collision force transmitted from the guide 22, ensuring that the collision force continues to be effectively dispersed to the rear side in the direction of the collision.

[0098] In this embodiment, the guide portion 22 can be disposed in the A-pillar region 3 corresponding to the A-pillar of the vehicle body (see [reference]). Figure 1 This significantly enhances the structural strength below the A-pillar. In a frontal collision, even if the front wheel 6 is impacted and displaced to the rear of the vehicle, the guide portion 22 in the corresponding area 3 of the A-pillar contacts the wheel 6 first. Its curvature bending inward generates a normal reaction force, pushing the wheel outward and away from the A-pillar, reducing the impact force directly transmitted to the vehicle body and lowering the risk of A-pillar deformation. At the same time, the guide portion transfers some energy to the rear of the vehicle, working with the main body to dissipate energy, reducing the stress on the A-pillar and passenger compartment, and forming a reliable protection system in conjunction with the A-pillar to ensure the safety of front-seat occupants.

[0099] like Figure 4 , Figure 5 , Figure 10 , Figure 12 , Figure 14 As shown, the guide portion 22 of this embodiment may further include: an upper guide beam 23 disposed on the upper side (Z1 direction) in the vertical direction Z of the vehicle, and a lower guide beam 24 disposed on the lower side (Z2 direction) of the upper guide beam 23 and independent of the upper guide beam 23. The curvature of the upper guide beam 23 towards the inside of the vehicle (Y1 direction) is less than the curvature of the lower guide beam 24 towards the inside of the vehicle (Y1 direction), and the length of the upper guide beam 23 in the longitudinal direction X is greater than the length of the lower guide beam 24 in the longitudinal direction X.

[0100] By configuring the guide section 22 into two independent upper guide beams 23 and lower guide beams 24, compared with a single guide structure, the layered layout can play a role in different motion stages and position changes of the wheel 6 during the collision process, avoiding the functional limitations of a single structure.

[0101] According to this embodiment, the reinforcing beam 20, which is composed of three independent aluminum extrusion beams (i.e., the upper guide beam 23 and the lower guide beam 24 of the region 3 corresponding to the A-pillar, and the main force transmission beam extending from the rear of the A-pillar to the lower part of the C-pillar as the main body 21), can simultaneously buffer the collision force (collision energy) transmitted by the front wheel 6 and guide it to the rear of the vehicle, and generate a reaction force on the wheel 6 to the outside of the vehicle, which can push the wheel 6 to the outside of the vehicle, thereby reducing the collision force (collision energy) directly transmitted from the wheel 6 to the vehicle body structure to a certain extent.

[0102] More specifically, when the front wheel 6 is pushed backward by the impact force to the area of ​​the sill beam, i.e., the front guide section 22, the upper guide beam 23 will first contact the wheel 6 and transmit the impact force (impact energy) to the rear of the vehicle. At the same time, it will also undergo a certain amount of crumple deformation to absorb some of the impact energy. On the other hand, since the guide sections 22 in the area corresponding to the A-pillar are all designed with an arc curving towards the inside of the vehicle (i.e., towards the Y1 direction for the left side of the vehicle in this embodiment), the guide section 22 will generate a normal reaction force perpendicular to the outer arc surface of the guide section 22 on the wheel 6. This normal reaction force can push the wheel 6 towards the outside of the vehicle, thereby reducing the impact force directly transmitted by the wheel 6 to the area corresponding to the A-pillar of the vehicle body. It should be noted that the curvature of the upper guide beam 23 towards the inside of the vehicle is smaller than that of the lower guide beam 24, requiring only a slight curvature towards the inside of the vehicle, for example, 5° in this embodiment (only a preferred example, not a limitation). At the same time, the length of the upper guide beam 23 in the longitudinal direction X is longer than that of the lower guide beam 24, for example, 80-120mm in this embodiment (only a preferred example, not a limitation), so that the upper guide beam 23 is closer to the front wheel 6 than the lower guide beam 24. The reason for the aforementioned curvature and length design is that the upper guide beam 23 is configured primarily to transmit the collision force to the rear of the vehicle through a more efficient and faster force transmission path and to absorb some of the collision energy through its own structural collapse. Therefore, the curvature of the upper guide beam 23 should not be too large. When a collision occurs, the wheel 6 will transmit a large collision force (collision energy) to the A-pillar and sill area of ​​the vehicle body at the moment of contact with the front end of the sill beam. At this time, an excessive curvature will prevent the formation of an efficient force transmission path and the rapid transmission of the huge collision energy generated instantaneously to the rear of the vehicle. At the same time, an excessive curvature will generate a torque at the front end of the sill beam. In addition, since the collision energy that cannot be quickly transmitted and dispersed to the rear of the vehicle will accumulate more at the front end of the sill beam, the torque M will also be amplified, which may push the guide part 22 at the front end of the sill beam instantaneously to the inside of the vehicle and separate it from the main force transmission beam at the rear. On the other hand, the lower guide beam 24 is configured primarily to generate a reaction force towards the outside of the vehicle when it contacts the wheel 6, through its curved profile that bends inwards towards the vehicle, thereby pushing the wheel 6 away from the A-pillar area and reducing the impact force (impact energy) directly transmitted to the vehicle body structure. Therefore, the curvature of the lower guide beam 24 is larger than that of the upper guide beam 23, for example, 15° to 20° (including the endpoint values, and this is only an example and not a limitation). At the same time, since the upper guide beam 23 is longer than the lower guide beam 24, when the wheel 6 contacts the lower guide beam 24, the impact force (impact energy) transmitted has already been partially dissipated through the force transmission, dispersion, and crumpling effect of the upper guide beam 23. Therefore, the lower guide beam 24 can be designed with a larger curvature.

[0103] As described above, in this embodiment, the upper guide beam 23 contacts the wheel 6 first to undertake the task of force transmission in the initial stage of the collision, while the lower guide beam 24 intervenes in the subsequent stage. The two work together to more comprehensively cover the path of the wheel 6 moving backward, improve the ability to handle collision forces, and through the differentiated design of the upper guide beam 23 and the lower guide beam 24, a precise division of labor and efficient collaboration of collision force transmission and guidance functions are achieved.

[0104] In order to connect the independent upper guide beam 23, lower guide beam 24 and main force transmission beam of the main body 21 in this embodiment, the reinforcing beam 20 in this embodiment also includes a plurality of connecting beams 27. The connecting beams 27 are connected between the upper guide beam 23 and the main force transmission beam of the guide part 22 and between the lower guide beam 24 and the main force transmission beam, so that the upper guide beam 23 and the lower guide beam 24 of the guide part 22 are respectively fastened to the main force transmission beam as a whole.

[0105] The connecting beam 27, like the upper guide beam 23, the lower guide beam 24, and the main force transmission beam of the main body 21, is an extruded aluminum beam, and is embedded between the upper guide beam 23 and the main force transmission beam, and between the lower guide beam 24 and the main force transmission beam. Using the connecting beam 27, the upper guide beam 23, the lower guide beam 24, and the main force transmission beam can form a stable overall structure, preventing relative displacement or detachment of components during collisions due to stress. This ensures that the upper guide beam 23 and the lower guide beam 24 can function stably during their respective phases of operation. Furthermore, in addition to its connecting function, the connecting beam 27 increases the overall structural strength, forming a reinforced support between the guide part 22 and the main body 21, thereby improving the structural rigidity of the entire reinforcing beam 20 and further enhancing the structure's impact resistance.

[0106] See Figure 4 , Figures 6-8 The upper guide beam 23, lower guide beam 24, and main force transmission beam all include multiple hollow chambers 26. The cross-sectional shape and dimensions of the joint areas of the upper guide beam 23, lower guide beam 24, and main force transmission beam are consistent, and the cross-sectional shape and dimensions of the corresponding chambers 26 are also consistent. The connecting beam 27 can be inserted into the corresponding chambers of the upper guide beam 23 and the main force transmission beam in an interference fit to securely connect the upper guide beam 23 and the main force transmission beam as one unit. Similarly, the connecting beam 27 can be inserted into the corresponding chambers of the lower guide beam 24 and the main force transmission beam in an interference fit to securely connect the lower guide beam 24 and the main force transmission beam as one unit.

[0107] The number of connecting beams 27 can be determined based on the cross-sectional forms of the upper guide beam 23, the lower guide beam 24, and the main force transmission beam. In this embodiment, at least four connecting beams 27 are provided between the upper guide beam 23 and the main body 21, and between the lower guide beam 24 and the main body 21. These beams are positioned at the four corners of the cross-section of the joint surface 25 between the upper guide beam 23, the lower guide beam 24, and the main force transmission beam of the main body 21, near the guide portion 22. Figure 17 As shown.

[0108] The upper guide beam 23, lower guide beam 24, and main force transmission beam of the hollow multi-chamber structure can enhance their bending, torsional stiffness, and deformation resistance through cavity separation. Furthermore, the deformation of the cavity walls can absorb some collision energy, especially under lateral impact forces, where they can undergo some collapse deformation to absorb additional energy. The multi-chamber structure also provides precise insertion and positioning for the connecting beam 27, allowing it to be inserted into the corresponding chamber through an interference fit, forming a tight, gapless connection. This enhances the bonding strength of each component and prevents loosening or detachment. Moreover, the interference fit ensures synchronous deformation of each component, resulting in more even energy absorption and dispersion throughout the overall structure. Compared to bolted connections and welding, no additional fasteners are required, simplifying the assembly process. This maintains connection reliability under long-term use and extreme conditions such as impacts, avoiding the problems of bolt loosening affecting stability and welding causing stress concentration and reduced impact resistance. Therefore, it comprehensively improves the structural strength, force transmission efficiency, energy absorption effect, overall stability, and functionality of the reinforced beam.

[0109] Additionally, see Figure 4 , Figures 12-15Regarding the cross-sectional form of the joint surface 25 of the upper guide beam 23, the lower guide beam 24, and the main force transmission beam, this embodiment adopts a stepped surface with concave and convex fittings. Specifically, the guide-side joint surfaces 230 and 240 of the upper guide beam 23 and the lower guide beam 24 of the guide portion 22, which are used to combine with the main body portion 21, are first stepped surfaces in the left-right direction Y of the vehicle, and the main body-side joint surface 210 of the main body portion 21, which is used to combine with the upper guide beam 23 and the lower guide beam 24 of the guide portion 22, is a second stepped surface in the left-right direction Y of the vehicle, and the second stepped surface and the first stepped surface complement each other. In other words, the guide-side mating surface 230 of the upper guide beam 23 has a protruding first protrusion 231 and a recessed first concave portion 232, and the guide-side mating surface 240 of the lower guide beam 24 has a protruding first protrusion 241 and a recessed first concave portion 242. Correspondingly, the main body-side mating surface 210 of the main body portion 21 has a protruding second protrusion 211 and a recessed second concave portion 212. The first protrusions 231 and 241 of the upper guide beam 23 and the lower guide beam 24 respectively fit into the second concave portion 212 of the main body-side mating surface 210 of the main body portion 21, and the first concave portions 232 and 242 of the upper guide beam 23 and the lower guide beam 24 respectively fit into the second protrusion 211 of the main body-side mating surface 210 of the main body portion 21, thereby achieving a concave-convex fit. Using this concave-convex fit, such as Figure 13 , Figure 15 , Figure 19 As shown, the contact area of ​​the mating surface 25 at the joint of the guide portion 22 and the main body portion 21 is increased, and it includes Y-direction contact surfaces 25A that are opposite to each other in the left-right direction Y.

[0110] In this embodiment, the reinforcing beam 20 employs a complementary stepped shape at the joint between the guide portion 22 and the main body 21. This increases the contact surface 25A between the guide portion 22 and the main body 21 in the left-right direction, effectively counteracting the moment that causes the guide portion 22 to bend inwards towards the vehicle, reducing the bending deformation of the reinforcing beam 20, and enabling it to continuously perform its functions of force transmission, energy absorption, and guidance during a collision. Simultaneously, the complementary stepped shape enhances the overall rigidity of the joint area between the guide portion 22 and the main body 21, making the joint more stable, reducing the relative displacement of the joint surface during force transmission, improving the stability and efficiency of force transmission, and further strengthening the overall performance of the reinforcing beam in conjunction with the multi-cavity structure and interference fit connection.

[0111] To further enhance the bonding strength between the guide section and the main body, in addition to improving the connection stability of the stepped bonding surface, the reinforcing beam 20 in this embodiment also includes multiple welded sections 28. These welded sections 28 are disposed on the bonding surface 25 between the guide section 22 and the main body 21 to weld the guide section 22 and the main body 21 together, and the multiple welded sections 28 are spaced apart from each other. The welded sections 28 can be arc welds, and their number and arrangement can be determined according to the outer contour of the bonding area. In this embodiment, each arc weld section is spaced at least 30 mm apart. By providing multiple welded sections 28, the bonding strength is improved, effectively resisting various forces and moments generated during collisions, preventing relative separation or loosening of the guide section 22 and the main body 21 during stress. Simultaneously, the spacing between the welded sections 28 avoids stress concentration caused by excessive concentration in the welding area, making the stress on the bonding surface 25 more uniform.

[0112] Furthermore, for the welding area, apart from the mating surface 25 between the guide portion 22 and the main body portion 21, such as Figure 9 , Figure 11 As shown, near the main body 21, several welded sections 29 can be welded between the upper guide beam 23 and the lower guide beam 24 in the guide section 22, thereby further strengthening the bonding strength of the joint.

[0113] The reinforcing beam 20 of the threshold beam 10 in this embodiment has been described above with reference to the accompanying drawings. Below, we will continue with... Figure 3 Taking the forward collision shown as an example, we will refer to Figure 18 , Figure 19 The force transmission path and operation mode of the reinforcing beam 20 of the threshold beam 10 in this embodiment are further described.

[0114] like Figure 18 In a frontal collision, especially a small offset collision, the front wheel 6 will be pushed backward toward the A-pillar and the front end of the sill beam 10 (i.e., the area where the guide section 22 is located) due to the enormous collision energy. In the initial stage of the collision between the wheel 6 and the front end of the sill beam 10, the upper guide beam 23 of the reinforcing beam 20 of the sill beam 10 will first contact the wheel 6 and continuously compress the reinforcing beam 20 backward. Since the upper guide beam 23 is configured to generally follow the longitudinal direction X and has a slight inward curvature, it can relatively efficiently and quickly transmit and disperse the pressure exerted by the wheel 6, i.e., the collision force F (collision energy), to the rear of the vehicle. Simultaneously, the upper guide beam 23 can absorb a certain amount of collision energy through the collapse deformation of its multi-cavity structure. During this process, such as Figure 18As shown in (B), the upper guide beam 23 generates a reaction force F1 opposite to the direction of the impact force F. In the initial stage of the collision between the wheel 6 and the reinforcing beam 20, since the curvature of the front section of the upper guide beam 23 is small and approximately parallel to the front-rear direction X, the direction of the reaction force F1 is also approximately parallel to the front-rear direction X. On the other hand, the slight curvature of the upper guide beam 23 can guide the crushing deformation of the upper guide beam 23 to a certain extent, making it tend to crush and deform inwards towards the vehicle when subjected to a strong impact force. Therefore, during the crushing process, the upper guide beam 23 also generates a reaction force (not shown) pointing outwards from the vehicle, which can push the wheel to move outwards from the vehicle to a certain extent. When the wheel 6 moves to the front end of the lower guide beam 24, as Figure 18 As shown in (C), the collision energy carried by wheel 6 has been partially reduced by the upper guide beam 23 through transmission to the rear of the vehicle and its own crumpling deformation. Simultaneously, the wheel 6's posture will also shift to a certain angle towards the outside of the vehicle. Furthermore, since the lower guide beam 24 bends inwards at a greater angle, under the above conditions, the collision force F exerted by wheel 6 on the lower guide beam 24 can be decomposed into a tangential force FT and a normal force FN. The tangential force FT is tangential to the contact arc surface of the lower guide beam 24, causing wheel 6 to generate an acceleration tangential to this contact arc surface, i.e., propelling wheel 6 outwards along this tangential direction. The normal force FN is perpendicular to the contact arc surface, causing the lower guide beam 24 to generate a reverse thrust F2, propelling wheel 6 outwards. Figure 18 As shown in (D). In this process, the impact force (impact energy) of the wheel 6 directly acting on the reinforcing beam 20 is significantly greater than that of a traditional straight-line sill beam structure. Figure 3 The force is smaller (as shown) because a portion of the impact force becomes a force (tangential force FT) that propels the wheel 6 along the contact arc surface with the lower guide beam 24. Furthermore, since the guide portion 22 of the reinforcing beam 20 in this embodiment has an inward curvature and at least a portion is located inside the vehicle relative to the main body 21, the covered frontal impact area H is also larger, allowing for better handling in cases where the wheel 6 deflects inward due to suspension link deformation or breakage.

[0115] Additionally, refer to Figure 19 In this embodiment, the joint area L between the guide portion 22 and the main body portion 21 is configured as a stepped, concave-convex joint. (Refer to the above...) Figure 18As described above, when the impact force F of wheel 6 acts on the contact arc surface of the lower guide beam 24, a normal force FN perpendicular to the contact arc surface is generated. This normal force FN creates a clockwise torque M on the lower guide beam 24, which in turn causes the lower guide beam 24 to bend inward toward the vehicle. By configuring a stepped structure in the connection area L, i.e., adding a Y-direction contact surface 25A between the lower guide beam 24 and the main body 21, a pressure P pointing outward toward the vehicle along the left-right direction Y is generated on the Y-direction contact surface 25A under the action of torque M. At the same time, the main body 21 generates a reaction force F3 in the opposite direction on the Y-direction contact surface 25A. This reaction force F3 acts on the lower guide beam 24 and generates a counterclockwise torque m, which can offset the torque M that causes the guide beam to bend inward toward the vehicle to a certain extent. The principle is the same for the upper guide beam 23 as for the lower guide beam 24. Therefore, by utilizing the stepped joint surface 25 of the joint area L, the guide part is prevented from being easily bent and deformed when the wheel 6 collides with the reinforcing beam, thus avoiding premature loss of its force transmission, energy absorption and guiding functions.

[0116] The above description details the reinforcing beam 20, the sill beam 10 with the reinforcing beam 20, and the vehicle 1 equipped with the sill beam 10. In the event of a frontal collision, these components simultaneously disperse and rapidly transmit the collision force (collision energy) to the rear of the vehicle, absorb energy through self-collapse, and guide the wheels outwards, thereby reducing the direct transmission of the collision force (collision energy) to the vehicle body structure. This improves the vehicle's collision safety performance, reduces the risk of intrusion and deformation of the passenger compartment due to the enormous collision energy during a frontal collision, and protects the lives of the occupants. Furthermore, the structure is simple, the cost is relatively low, and it is easily implemented in mass-produced vehicles.

[0117] Furthermore, those skilled in the art should understand that the above embodiments are merely one preferred implementation of this disclosure and are not restrictive.

[0118] For example, in the above embodiment, the guide portion of the reinforcing beam was described with the guide portion connected to the front side of the main body as an example. However, the guide portion can also be attached to the rear side of the main body to deal with rear-end collisions; or, the guide portion can be attached to both the front and rear sides of the main body. When the guide portion is located on the rear side of the main body, it can guide the movement trajectory and force transmission of the rear wheels, achieving the same technical effect as a guide portion located on the front side.

[0119] For example, in the above embodiment, the guide portion of the reinforcing beam was described as being divided into two independent parts: an upper guide beam and a lower guide beam. However, the guide portion can also be a single-layer structure, as long as it has a curvature that bends towards the inside of the vehicle. Of course, the layered design in the embodiment is preferred because it is more effective.

[0120] For example, in the above embodiments, a connecting beam is used to connect the guide portion of the reinforcing beam to the main body. However, this is not limiting; for example, the guide portion can be directly fitted into the inner side of the main body or directly welded together. Furthermore, the installation and fixing method of the connecting beam is not limited to interference fit; for example, installation and fixing using bolts, structural adhesive, etc., are also included within the scope of this disclosure.

[0121] For example, in the above embodiment, the bending arc of the upper guide beam and the lower guide beam is described as 5° for the upper guide beam and 15° to 20° for the lower guide beam. However, this is only a preferred range and not a limitation. As long as the bending arc of the upper guide beam is less than that of the lower guide beam, values ​​outside the above range can also be used, and the bending arc can vary.

[0122] For example, in the above embodiment, a stepped surface is used for the mating surface between the guide portion and the main body portion. However, the mating surface may not have a step, but may extend in a straight line. The straight extension includes extending in a straight line along the left-right direction Y and extending in a straight line at an angle relative to the left-right direction. Moreover, the stepped surface is not limited to a single step as shown in the figure, but may also include multiple steps, serrated steps, dovetail steps, etc.

[0123] The specific embodiments described above do not constitute a limitation on the scope of protection of this invention. Those skilled in the art should understand that various modifications, combinations, sub-combinations, and substitutions can occur depending on design requirements and other factors. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of this invention should be included within the scope of protection of this invention.

Claims

1. A reinforcing beam for a vehicle sill beam, characterized in that, include: The main body extends in a straight line along the front-rear direction of the vehicle; and A guide portion is connected to the end of the main body in the front-rear direction and gradually bends toward the inside of the vehicle in the left-right direction as it moves away from the main body in the front-rear direction, such that at least a portion of the guide portion is located inside the vehicle than the main body.

2. The reinforcing beam according to claim 1, characterized in that, The guide section is located in the A-pillar area of ​​the vehicle body, corresponding to the A-pillar of the vehicle body.

3. The reinforcing beam according to claim 1 or 2, characterized in that, The guide section includes: An upper guide beam is installed on the upper side in the vertical direction of the vehicle, and A lower guide beam is located below the upper guide beam and is independent of the upper guide beam. Wherein, the curvature of the upper guide beam bending toward the inside of the vehicle is smaller than the curvature of the lower guide beam bending toward the inside of the vehicle, and The length of the upper guide beam in the front-to-back direction is greater than the length of the lower guide beam in the front-to-back direction.

4. The reinforcing beam according to claim 3, characterized in that, The upper guide beam has a bending arc of 5° towards the inside of the vehicle, and the lower guide beam has a bending arc of 15° to 20° towards the inside of the vehicle, and / or The length of the upper guide beam is 80-120 mm longer than the length of the lower guide beam.

5. The reinforcing beam according to claim 3 or 4, characterized in that, Also includes: Multiple connecting beams are provided, which connect the upper guide beam of the guide portion to the main body portion and the lower guide beam to the main body portion, so that the upper guide beam and the lower guide beam of the guide portion are respectively fastened to the main body portion as a whole.

6. The reinforcing beam according to claim 5, characterized in that, The upper guide beam, the lower guide beam, and the main body all include multiple hollow chambers. The connecting beam is inserted into the corresponding chambers of the upper guide beam and the main body in an interference fit to securely connect the upper guide beam and the main body as one unit. Similarly, the connecting beam is inserted into the corresponding chambers of the lower guide beam and the main body in an interference fit to securely connect the lower guide beam and the main body as one unit.

7. The reinforcing beam according to any one of claims 3-6, characterized in that, The upper and lower guide beams of the guide section each have a guide section side mating surface that is stepped in the left-right direction of the vehicle, forming a first step surface. The main body part of the main body has a main body side mating surface that is stepped in the left-right direction of the vehicle, forming a second step surface that is stepped in the left-right direction of the vehicle. The second step surface and the first step surface are complementary to each other.

8. The reinforcing beam according to claim 7, characterized in that, Also includes: The guide portion and the main body portion are provided at the joint surface of the guide portion and the main body portion to weld the guide portion and the main body portion together, and the multiple weld portions are spaced apart from each other.

9. A door sill beam for a vehicle, characterized in that, include: The outer shell is formed by connecting the inner sill beam and the outer sill beam, and the inner sill beam and the outer sill beam form an accommodating cavity. and The reinforcing beam according to any one of claims 1-8, wherein the reinforcing beam is disposed within the receiving cavity of the outer shell.

10. A vehicle, characterized in that, The vehicle has a sill beam as described in claim 9.

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