Threshold beam assembly and vehicle

Abstract

The invention relates to the technical field of vehicles, in particular to a threshold beam assembly and a vehicle. The doorsill beam assembly comprises a doorsill outer plate; the threshold inner plate is connected with the threshold outer plate, and a containing cavity is formed between the threshold outer plate and the threshold inner plate; the threshold inner beam is arranged in the containing cavity and connected with the threshold outer plate and the threshold inner plate, and the threshold inner beam is of an integrally-formed multi-cavity section structure. A containing cavity is formed between a doorsill outer plate and a doorsill inner plate, and an integrally-formed doorsill inner beam of a multi-cavity section structure is arranged in the containing cavity. After the doorsill inner beam serves as a reinforcing component and is connected with the doorsill inner plate and the doorsill outer plate, the doorsill inner beam, the doorsill inner plate and the doorsill outer plate jointly form a high-rigidity integral box type structure, the anti-bending section modulus of the doorsill beam in the vertical direction is enhanced, therefore, bending loads can be effectively borne, and the overall bending rigidity of a B-pillar-free vehicle body is remarkably improved; and the NVH performance, the sealing performance, the safety and the stability of the whole vehicle are guaranteed.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and in particular to a door sill beam assembly and a vehicle. Background Technology

[0002] As automotive design moves towards electrification, intelligence, and a greater sense of space, pillarless or concealed B-pillar body structures are gradually becoming a trend. While pillarless designs improve the vehicle's aesthetics and passenger convenience, they also place higher demands on the structural performance of the body-in-white.

[0003] Currently, in vehicle body structures with B-pillars, existing door sill beams, in conjunction with the B-pillar, can meet basic performance requirements such as bending stiffness, collision safety, and NVH (noise, vibration, and harshness). However, after eliminating the B-pillar, its original structural support function disappears, resulting in a significant decrease in the bending stiffness of the door sill beam, affecting the overall vehicle's NVH performance, sealing performance, and safety stability. Summary of the Invention

[0004] This application provides a door sill beam assembly and a vehicle to improve bending stiffness and ensure the vehicle's NVH, sealing performance, and safety stability.

[0005] To achieve the above objectives, this application adopts the following technical solution:

[0006] This application provides a door sill beam assembly for use in a vehicle, comprising:

[0007] The sill outer panel includes an upper welded part, an upper spacer part, a bonding part, a lower spacer part, and a lower welded part that are connected to each other.

[0008] The sill inner panel includes an upper connecting part, an upper bending part, an extension part, a lower bending part and a lower connecting part that are connected to each other. The upper connecting part and the lower connecting part are respectively connected to the upper welding part and the lower welding part. The upper bending part, the extension part, the lower bending part, the upper spacer part, the fitting part and the lower spacer part form a receiving cavity.

[0009] The inner beam of the sill is located in the receiving cavity and is connected to both the outer sill plate and the inner sill plate. The inner beam of the sill adopts a multi-chamber cross-section structure formed in one piece.

[0010] As an alternative implementation, the fitting part is fitted to the inner beam of the sill and connected by multiple connectors.

[0011] As an optional implementation, the plurality of connectors includes at least two sets, with each set of connectors spaced apart along the length of the sill beam assembly.

[0012] As an optional implementation, at least two sets of connectors are staggered along the length of the sill beam assembly.

[0013] As an optional implementation, there is a gap between the upper partition and the inner beam of the sill.

[0014] As an optional implementation, a gap exists between the lower partition and the inner beam of the sill, the gap being used to fill structural adhesive; and / or

[0015] There is a gap between the lower bend and the inner beam of the sill; the gap is used to fill the gap with structural adhesive.

[0016] As an optional implementation, the upper bend fits against the inner beam of the sill and is connected by multiple connectors; and / or

[0017] The extension fits into the inner beam of the sill and is connected by multiple connectors.

[0018] As an optional implementation, multiple connectors are spaced apart along the length of the sill beam assembly.

[0019] As an optional implementation, the upper connecting part is welded to the upper welding part; and / or

[0020] The lower connecting part is welded to the lower welding part; and / or

[0021] The outer and inner door sill panels are formed by roll forming or stamping; and / or

[0022] The outer and inner sill panels are made of high-strength steel; and / or

[0023] The inner sill beam is formed by extrusion molding; and / or

[0024] The inner beam of the sill is made of aluminum alloy; and / or

[0025] The thickness of the outer sill plate is greater than the thickness of the inner sill plate.

[0026] This application provides a vehicle, including a vehicle body and the aforementioned door sill beam assembly.

[0027] The sill beam assembly and vehicle provided in this application form a cavity between the outer and inner sill plates, and an integrally molded multi-chambered inner sill beam is installed within this cavity. As a reinforcing component, the inner sill beam, connected to the inner and outer sill plates, together constitutes a high-rigidity integral box-type structure. This enhances the sill beam's bending section modulus in the vertical direction, effectively bearing bending loads and significantly improving the overall bending stiffness of the pillarless body, ensuring the vehicle's NVH performance, sealing performance, and safety stability. Simultaneously, the integrally molded multi-chambered inner sill beam structure minimizes material usage while maintaining the required stiffness and strength, achieving structural lightweighting, reducing driving energy consumption, and effectively increasing the vehicle's range. Furthermore, in the event of a side collision, the multiple chambers can sequentially undergo controllable crushing deformation like energy-absorbing boxes, orderly absorbing and dissipating collision energy, thereby reducing the impact force transmitted to the passenger compartment. The reliable connection between the inner sill beam and the inner and outer sill panels ensures the effective transmission and dispersion of collision forces within the assembly, forming a robust side protection system that significantly improves the vehicle's side collision safety performance. Attached Figure Description

[0028] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0029] Figure 1 This is a structural schematic diagram of the sill beam assembly provided in an embodiment of this application;

[0030] Figure 2 for Figure 1 A schematic diagram of the outer sill plate of the sill beam assembly shown;

[0031] Figure 3 for Figure 1 A schematic diagram of the inner sill plate of the sill beam assembly shown;

[0032] Figure 4 for Figure 1 A schematic diagram of the inner sill beam of the sill beam assembly shown;

[0033] Figure 5 for Figure 1 The front view of the sill beam assembly shown;

[0034] Figure 6 for Figure 1 Right view of the sill beam assembly shown;

[0035] Figure 7 for Figure 1 A structural schematic diagram of the sill beam assembly from another perspective.

[0036] Explanation of reference numerals in the attached figures:

[0037] 100-Sill beam assembly; 101-Receiving cavity; 10-Outer sill plate; 11-Upper welding part; 12-Upper partition part; 13-Fitting part; 14-Lower partition part; 15-Lower welding part; 20-Inner sill plate; 21-Upper connecting part; 22-Upper bending part; 23-Extension part; 24-Lower bending part; 25-Lower connecting part; 30-Inner sill beam; 31-Cavity; 40-Connector. Detailed Implementation

[0038] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application. Unless otherwise specified, the following embodiments and features can be combined with each other.

[0039] As automotive design moves towards electrification, intelligence, and a greater sense of space, pillarless or concealed B-pillar body structures are gradually becoming a trend. While pillarless designs improve the vehicle's aesthetics and passenger convenience, they also place higher demands on the structural performance of the body-in-white.

[0040] Currently, in vehicle body structures with B-pillars, existing door sill beams, in conjunction with the B-pillar, can meet basic performance requirements such as bending stiffness, collision safety, and NVH (noise, vibration, and harshness). However, after eliminating the B-pillar, its original structural support function disappears, resulting in a significant decrease in the bending stiffness of the door sill beam, affecting the overall vehicle's NVH performance, sealing performance, and safety stability.

[0041] In order to overcome the shortcomings of the existing technology, after repeated thinking and verification, the inventors discovered that if multiple components are used to form the sill beam assembly, and a multi-cavity cross-section structure is set in it, and a reliable connection is formed by screws, structural adhesive, spot welding and other means, it can be formed into a whole. The multi-cavity structure can be fully utilized to improve bending performance, and the multi-cavity cross-section is conducive to energy absorption in the collision, which can improve side collision performance, meet the bending stiffness requirements of the body-in-white, and improve the NVH and sealing performance of the whole vehicle.

[0042] In view of this, this application provides a door sill beam assembly for use in a vehicle, comprising:

[0043] Door sill outer panel;

[0044] The inner sill plate is connected to the outer sill plate, and a receiving cavity is formed between the outer sill plate and the inner sill plate.

[0045] The inner beam of the sill is located in the receiving cavity and is connected to both the outer sill plate and the inner sill plate. The inner beam of the sill adopts a multi-chamber cross-section structure formed in one piece.

[0046] A cavity is formed between the outer and inner sill plates, and an integrally molded multi-chambered inner sill beam is installed within this cavity. As a reinforcing component, the inner sill beam, connected to the inner and outer sill plates, forms a high-rigidity, integral box-shaped structure. This enhances the sill beam's bending section modulus in the vertical direction, effectively bearing bending loads and significantly improving the overall bending stiffness of the pillarless body, ensuring the vehicle's NVH performance, sealing performance, and safety stability. Simultaneously, the integrally molded multi-chambered structure of the inner sill beam minimizes material usage while maintaining the required stiffness and strength, achieving structural lightweighting, reducing driving energy consumption, and effectively increasing the vehicle's range. Furthermore, in the event of a side collision, the multiple chambers can sequentially undergo controllable crushing deformation like energy-absorbing boxes, orderly absorbing and dissipating collision energy, thereby reducing the impact force transmitted to the passenger compartment. The reliable connection between the inner sill beam and the inner and outer sill panels ensures the effective transmission and dispersion of collision forces within the assembly, forming a robust side protection system that significantly improves the vehicle's side collision safety performance.

[0047] The contents of this application will now be described in detail with reference to the accompanying drawings, so that those skilled in the art can have a clearer and more detailed understanding of the contents of this application.

[0048] The following sections provide a detailed description of the specific structure of the door sill beam assembly and various possible implementation methods.

[0049] Figure 1 This is a structural schematic diagram of the sill beam assembly provided in an embodiment of this application. Figure 2 for Figure 1 The diagram shows the structural schematic of the outer sill plate of the sill beam assembly. Figure 3 for Figure 1 The diagram shows the structural schematic of the inner sill plate of the sill beam assembly. Figure 4 for Figure 1 The diagram shows the structural schematic of the inner sill beam of the sill beam assembly. Figure 5 for Figure 1 The front view of the sill beam assembly shown. Figure 6 for Figure 1 The right view of the sill beam assembly shown. Figure 7 for Figure 1 A structural schematic diagram of the sill beam assembly from another perspective.

[0050] like Figure 1 As shown in the embodiment of this application, the sill beam assembly 100 is used in a vehicle. The sill beam assembly 100 serves as a structural support.

[0051] In one possible implementation, the vehicle can be a new energy vehicle, such as a pure electric, plug-in hybrid, fuel cell, range-extended, or hybrid vehicle, but is not limited to these. In other possible implementations, the vehicle can also be a gasoline-powered vehicle or other mobile means of transportation that meets driving requirements.

[0052] The sill beam assembly 100 includes an outer sill plate 10, an inner sill plate 20, and an inner sill beam 30. The inner sill plate 20 is connected to the outer sill plate 10. A receiving cavity 101 is formed between the outer sill plate 10 and the inner sill plate 20. The receiving cavity 101 extends along the length direction of the sill beam assembly 100.

[0053] The inner sill beam 30 is disposed in the receiving cavity 101. The inner sill beam 30 is connected to both the outer sill plate 10 and the inner sill plate 20. The inner sill beam 30 adopts an integrally formed multi-chamber cross-section structure 31. The inner sill beam 30 has multiple chambers 31.

[0054] A cavity 101 is formed between the outer sill plate 10 and the inner sill plate 20, and an integrally formed multi-chamber 31 cross-section sill inner beam 30 is installed in the cavity 101. The inner sill inner beam 30, as a reinforcing member, connects with the inner sill plate 20 and the outer sill plate 10, forming a high-rigidity integral box-type structure. This enhances the sill beam's bending section modulus in the vertical direction, effectively bearing bending loads and significantly improving the overall bending stiffness of the pillarless body, ensuring the vehicle's NVH performance, sealing performance, and safety stability. Simultaneously, the integrally formed multi-chamber 31 cross-section structure of the inner sill inner beam 30 minimizes material usage while maintaining the required stiffness and strength, achieving structural lightweighting, reducing driving energy consumption, and effectively improving the vehicle's range. Furthermore, in the event of a side collision, the multiple chambers 31 can sequentially undergo controllable crushing deformation like energy-absorbing boxes, orderly absorbing and dissipating collision energy, thereby reducing the impact force transmitted to the passenger compartment. The reliable connection between the inner sill beam 30, the inner sill plate 20, and the outer sill plate 10 ensures the effective transmission and dispersion of collision forces within the assembly, forming a robust side protection system that significantly improves the vehicle's side collision safety performance.

[0055] like Figure 2As shown, in one optional embodiment, the outer sill plate 10 includes an upper welded portion 11, an upper spacer portion 12, a fitting portion 13, a lower spacer portion 14, and a lower welded portion 15 that are interconnected. The upper welded portion 11 and the lower welded portion 15 are respectively connected to the inner sill plate 20. The upper spacer portion 12, the fitting portion 13, and the lower spacer portion 14 are used to form a receiving cavity 101 with the inner sill plate 20.

[0056] By defining the upper welding portion 11 and the lower welding portion 15, two independent and clearly positioned welding interfaces are provided for the outer sill plate 10 and the inner sill plate 20. Confining the welding area to these two clearly defined strip-shaped areas (upper welding portion 11 and lower welding portion 15) facilitates automated and high-precision welding operations, such as laser welding and resistance spot welding, thereby improving production efficiency and connection quality.

[0057] The upper partition 12 and the lower partition 14 are provided to pre-set a precise interval between the outer door sill plate 10 and the inner door sill plate 20. Together with the fitting part 13, they define a cavity with stable dimensions and regular shape, and together with the inner door sill plate 20, they form a receiving cavity 101.

[0058] As an alternative implementation, the upper spacer 12, the fitting portion 13, and the lower spacer 14 are generally U-shaped.

[0059] As an alternative implementation, the upper welding portion 11, the bonding portion 13, and the lower welding portion 15 are generally parallel.

[0060] like Figure 5 As shown, in one optional embodiment, the fitting part 13 fits against the inner beam 30 of the sill and is connected by a plurality of connectors 40.

[0061] As the bonding part 13 is the area that directly bears external forces, such as lateral compression, it is directly bonded to the inner sill beam 30 and connected at multiple points, resulting in the shortest and most direct load transfer path. External loads can be quickly transferred from the outer sill plate 10 to the inner sill beam 30, significantly improving the response speed and load-bearing efficiency to external impacts.

[0062] Meanwhile, as a visible surface, the bonding part 13's resistance to dents directly affects the perceived quality of the vehicle. Through close contact and firm connection with the internal rigid frame and the inner sill beam 30, the inner sill beam 30 provides strong internal support for the outer sill plate 10, improving the local stiffness of the bonding part 13 under point load or surface load, effectively suppressing permanent dent deformation caused by daily contact, stone impact, or slight compression, and ensuring the long-term flatness and aesthetics of the vehicle's side appearance.

[0063] like Figure 6As shown, in one optional embodiment, the plurality of connectors 40 on the fitting portion 13 includes at least two sets. Each set of connectors 40 is provided at intervals along the length direction of the sill beam assembly 100.

[0064] As an alternative implementation, the plurality of connectors 40 on the fitting portion 13 includes two sets.

[0065] The two sets of connectors 40 typically have a certain spacing on the cross-section of the connection interface. This arrangement allows the connection system to resist and transmit bending moments more effectively. When the connection interface is subjected to bending moments, the two sets of connectors 40 can withstand tensile and compressive forces respectively, forming a couple. This allows the bending moment to be transmitted from the mating part 13 to the inner sill beam 30 with higher efficiency, improving the adaptability of the connection node to complex stress states. Compared with a single-row connection, the two sets of spaced connectors 40 form a more uniform and extensive surface constraint on the mating part 13, which can more effectively suppress relative warping deformation or end peeling that may occur between the mating part 13 and the inner sill beam 30 under heat, vibration, or stress. This ensures the mating stability of the connection interface throughout the length and width directions, maintaining the integrity of the connection.

[0066] As an alternative implementation, at least two sets of connectors 40 on the mating part 13 are staggered along the length of the sill beam assembly 100.

[0067] The staggered arrangement ensures that the projected positions of at least two sets of connectors 40 on the mating part 13 are staggered in the longitudinal direction, avoiding direct alignment of the connection points in the longitudinal direction. This forms spatially complementary load transfer nodes. When the load is transferred along the length direction, the force flow can be transferred and transmitted more smoothly and continuously between the two sets of staggered nodes, reducing stress concentration or step effect of the transfer path that may occur due to the alignment of the connection points in the same cross section, thereby optimizing the continuity and uniformity of load transfer.

[0068] The staggered arrangement distributes the connection points more evenly across the entire length and width of the connection interface. Compared to parallel alignment, it avoids the formation of dense connection bands on any cross-section. This dispersed layout allows residual stress caused by the connection process and peak stress caused by external loads to be more effectively dispersed and redistributed over a larger area of ​​the base material, significantly reducing the problem of local stress concentration and improving the fatigue life and overall strength of the connection area.

[0069] As an optional implementation, there is a gap between the upper partition 12 and the inner beam 30 of the sill.

[0070] As an optional implementation, the upper spacer 12 is inclined.

[0071] The pre-set gap provides a controllable initial deformation space for the upper partition 12 under conditions such as side impacts. When subjected to external impact, the upper partition 12 can preferentially undergo plastic deformation such as crushing and bending into this gap, thereby absorbing and dissipating a large amount of impact energy and playing a preliminary buffering and guiding role. At the same time, the existence of this gap creates a potential air circulation channel between the receiving cavity 101 and the external or upper space through the area of ​​the upper partition 12, which is conducive to promoting airflow inside the receiving cavity 101, avoiding long-term moisture retention, and improving the corrosion resistance inside the receiving cavity 101.

[0072] During vehicle use, the vehicle body structure will undergo thermal expansion and contraction due to changes in ambient temperature, and will also undergo elastic deformation due to load. The gap between the upper partition 12 and the inner beam 30 of the sill provides space for relative movement between the two, avoiding unnecessary assembly stress or constraint reaction force between them due to differences in the thermal expansion coefficients of materials or overall deformation incoordination. This prevents possible structural noise, local deformation or overload of connection points, and improves the reliability of long-term use.

[0073] As an optional implementation, the gap between the upper partition 12 and the inner beam 30 of the sill is 3mm.

[0074] As an alternative implementation, there is a gap between the lower partition 14 and the inner beam 30 of the sill, and the gap is used to fill structural adhesive.

[0075] The lower partition 14, typically located at the bottom of the sill beam assembly 100, is an area easily exposed to road splashes, mud, and corrosive media. Structural adhesive is filled into this gap, forming a continuous, uninterrupted sealing layer. This adhesive layer effectively prevents moisture, salt, and other corrosive substances from penetrating the sill's internal cavity 101 or spreading to other parts of the vehicle body through the assembly gaps, thus improving long-term corrosion resistance.

[0076] Meanwhile, the lower partition 14 serves as a connecting bridge between the outer sill plate 10 and the inner sill beam 30 in the bottom area. The structural adhesive filled in its gap forms a strong bond after curing, which enhances the local adhesion stiffness of the outer sill plate 10, prevents it from fluttering due to vibration or external force, and works with other connection points to improve the overall stiffness and stability of the bottom area of ​​the sill beam assembly 100.

[0077] As an optional implementation, the gap between the lower partition 14 and the inner beam 30 of the sill is 1 mm.

[0078] like Figure 3As shown, in one optional embodiment, the inner sill plate 20 includes an upper connecting portion 21, an upper bending portion 22, an extension portion 23, a lower bending portion 24, and a lower connecting portion 25 that are interconnected. The upper connecting portion 21 and the lower connecting portion 25 are respectively connected to the outer sill plate 10. The upper bending portion 22, the extension portion 23, and the lower bending portion 24 are used to form a receiving cavity 101 with the outer sill plate 10.

[0079] As an optional implementation, the upper connecting portion 21 and the lower connecting portion 25 are connected to the upper welding portion 11 and the lower welding portion 15, respectively. The upper bending portion 22, the extension portion 23 and the lower bending portion 24, together with the upper spacer portion 12, the fitting portion 13 and the lower spacer portion 14, form a receiving cavity 101.

[0080] By setting up clearly defined upper connecting part 21 and lower connecting part 25, two independent and stable welding or connection interfaces are provided for the inner sill plate 20 and the outer sill plate 10, so that loads from other parts of the vehicle body, such as A-pillar, floor and side panel, can be directly and efficiently transmitted to or from the sill beam assembly 100 through these two connecting parts, thereby improving the reliability and durability of the connection.

[0081] The extension 23 connects the upper bend 22 and the lower bend 24, together defining a U-shaped cavity with a regular shape and controllable size, and matches the cavity of the outer sill plate 10 to form a stable receiving cavity 101.

[0082] As an alternative implementation, the upper bend 22, the extension 23, and the lower bend 24 are generally U-shaped.

[0083] As an alternative implementation, the upper bend 22 is substantially parallel to the lower bend 24.

[0084] As an alternative implementation, the lower bend 24 is substantially parallel to and coplanar with the lower spacer 14.

[0085] As an alternative implementation, the upper connecting portion 21, the extension portion 23, and the lower connecting portion 25 are generally parallel.

[0086] As an alternative implementation, the upper bend 22 and the lower bend 24 are substantially perpendicular to the upper connecting portion 21, the extension 23 and the lower connecting portion 25.

[0087] As an optional implementation, the extension 23 is opposite to the fitting portion 13.

[0088] As an optional implementation, the height of the receiving cavity 101 is 80mm-120mm.

[0089] Optionally, the height of the receiving cavity 101 is 120 mm.

[0090] As an alternative implementation, the upper bend 22 fits against the inner beam 30 of the sill and is connected by a plurality of connectors 40.

[0091] The fit between the upper bend 22 and the inner sill beam 30 forms a surface contact interface, which can distribute the load more evenly over a larger area, avoiding excessive local pressure, material crushing, or premature failure caused by an insufficient contact area. The fit setting, together with multiple connectors 40, achieves a rigid connection between the two, improving the vehicle's NVH quality.

[0092] like Figure 7 As shown, as an optional implementation, multiple connectors 40 are spaced apart on the upper bend 22 along the length of the sill beam assembly 100.

[0093] Compared to continuous welding or densely concentrated connections, the intermittent arrangement actively introduces a controllable non-connection zone into the connection area. This effectively regulates and disperses residual stress concentration caused by the connection process, such as welding heat input and riveting force, preventing excessive stress accumulation in a localized area. Simultaneously, when subjected to external loads, stress can be redistributed to a certain extent through the base material between the connectors 40, resulting in a smoother and more ideal overall stress field, which is beneficial for improving the static strength and fatigue strength of the structure.

[0094] The unconnected sections between the spaced connection points provide the structure with a small, controllable space for deformation adjustment. When subjected to complex loads, such as torsional loads or localized impacts, these sections allow for extremely small, elastic relative deformations between components, thereby absorbing some strain energy and helping to coordinate deformation differences between different components, preventing premature overload failure of connection points due to excessive rigidity or inconsistent deformation.

[0095] As an alternative implementation, the extension 23 fits into the inner beam 30 of the sill and is connected by a plurality of connectors 40.

[0096] The extension 23 is a transition section connecting the upper bend 22 and the lower bend 24, allowing it to fit closely with the inner sill beam 30 and be connected at multiple points. This ensures that when subjected to bending loads, the inner sill plate 20 and the inner sill beam 30 can achieve consistent deformation in the area near the neutral axis of the cross section, preventing relative slippage or separation due to poor connection, thereby maximizing the bending efficiency of the entire composite cross section.

[0097] Meanwhile, as a relatively large flat plate area, the extension 23 is prone to buckling instability under out-of-plane pressure. By closely fitting with the inner sill beam 30, which has higher rigidity, the inner sill beam 30 provides continuous support for the extension 23, increasing the local buckling critical load of the extension 23 itself. This ensures that under high-pressure conditions, such as side impact compression, the extension 23 can maintain stable and continuous load transmission without wrinkling failure.

[0098] Along the length of the sill beam assembly 100, the extension 23 fits into the inner sill beam 30 and is connected at multiple points, forming another load transfer path parallel to the upper bending part 22 with multiple connections. Together they bear and disperse the longitudinal shear force and axial force, realizing the redundancy of the load transfer path and improving the reliability and robustness of the assembly under complex loads.

[0099] The reliable connection between the extension 23 and the inner sill beam 30 tightly integrates the inner sill plate 20, the inner sill beam 30, and the outer sill plate 10 into a nearly closed box-shaped section, enhancing the section's ability to resist distortion during torsion and improving the local torsional stiffness of the sill beam assembly 100.

[0100] Meanwhile, the extension 23 and the fitting part 13 are respectively fitted and connected to both sides of the inner sill beam 30, clamping and fixing the inner sill beam 30 from two directions, enhancing the constraint of the inner sill beam 30, making the inner sill beam 30, the inner sill plate 20 and the outer sill plate 10 more closely integrated into a whole, effectively suppressing the relative vibration and displacement of each component under complex loads, and improving the structural stiffness and dynamic stability of the sill beam assembly 100.

[0101] As an alternative implementation, multiple connectors 40 are spaced apart on the extension 23 along the length of the sill beam assembly 100.

[0102] As an optional implementation, connector 40 is a flow drill screw (FDS).

[0103] Hot-melt self-tapping screws generate heat through high-speed rotation and friction, softening the underlying sheet metal while simultaneously extruding and forming threads. This process eliminates the need for pre-drilling, creating a high-strength, vibration-resistant mechanical interlocking connection between dissimilar materials, such as steel and aluminum, or steel and plastic, making it particularly suitable for hybrid material vehicle body structures.

[0104] Meanwhile, during the screw insertion process, the heat generated by friction melts part of the substrate and fills all the gaps between the screw and the hole wall. After cooling, a seal is formed, which effectively prevents corrosive media such as water vapor and salt from entering through the connection interface. This significantly improves the corrosion resistance and long-term reliability of the connection point itself, and is especially suitable for areas that are susceptible to corrosion, such as vehicle body cavities.

[0105] As an optional implementation, the spacing between the connectors 40 is 40mm-90mm along the length of the sill beam assembly 100.

[0106] Optionally, the spacing between the connectors 40 is 70mm.

[0107] As an alternative implementation, there is a gap between the lower bend 24 and the inner beam 30 of the sill, and the gap is used to fill structural adhesive.

[0108] The lower bend 24 is typically located at the bottom of the sill beam assembly 100, an area easily exposed to road splashes, mud, and corrosive media. Structural adhesive is filled into this gap, forming a continuous, uninterrupted sealing layer. This adhesive layer effectively prevents moisture, salt, and other corrosive substances from penetrating the sill's internal cavity 101 or spreading to other parts of the vehicle body through the assembly gaps, thus improving long-term corrosion resistance.

[0109] Meanwhile, the lower bend 24 serves as a connecting bridge between the outer sill plate 10 and the inner sill beam 30 in the bottom area. The structural adhesive filled in its gap forms a strong bond after curing, which enhances the local adhesion stiffness of the outer sill plate 10, prevents it from fluttering due to vibration or external force, and works with other connection points to improve the overall stiffness and stability of the bottom area of ​​the sill beam assembly 100.

[0110] As an optional implementation, the gap between the lower bend 24 and the inner beam 30 of the sill is 1 mm.

[0111] As an optional implementation, the outer sill plate 10 is welded to the inner sill plate 20.

[0112] Welding melts the base material or filler material at the connection interface, enabling the outer sill plate 10 and the inner sill plate 20 to achieve a metallurgical bond. The continuous metal can transmit various forms of loads such as tension, compression, and shear with extremely high efficiency, providing better rigidity for the sill beam assembly 100.

[0113] Meanwhile, welding connections do not require additional connecting elements such as bolts or rivets, so they do not occupy extra space or add extra weight, thereby achieving structural lightweighting and maximizing space utilization.

[0114] As an optional implementation, the inner sill plate 20 and the outer sill plate 10 are spot-welded together.

[0115] Spot welding is a mature technology with fast welding speed and easy automation. This allows the connection between the inner sill plate 20 and the outer sill plate 10 to be completed with extremely high speed and consistency, making it very suitable for large-scale assembly line production in the automotive industry.

[0116] Each weld point achieves a high-strength metallurgical bond between the inner sill plate 20 and the outer sill plate 10 by forming a local fusion nugget. The combined action of multiple discrete weld points provides sufficient tensile and shear strength at the connection interface, forming a reliable rigid connection. This discrete connection method ensures overall connection rigidity while avoiding the high heat input and severe deformation problems that may result from continuous welding.

[0117] As an alternative implementation, the outer sill plate 10 and the inner sill plate 20 are formed by roll forming or stamping.

[0118] Roll forming involves successive deformation using a series of rollers, while stamping involves forming the material through one or more stamping operations using a die. Both processes can efficiently and precisely process flat coils into complex cross-sectional shapes, ensuring that the outer sill plate 10 and the inner sill plate 20 achieve optimal cross-sectional designs that meet structural, assembly, and aesthetic requirements, while maintaining good dimensional consistency and suitability for mass production.

[0119] As an optional implementation, the outer sill plate 10 and the inner sill plate 20 are made of high-strength steel.

[0120] High-strength steel has a higher specific strength, which allows for a reduction in material usage or sheet thickness in parts while meeting equivalent or higher structural performance requirements, such as stiffness and strength, thereby reducing the weight of the sill beam assembly 100. High-strength steel also has higher yield strength and tensile strength. In side-impact collisions and other accidents, the outer sill plate 10 and inner sill plate 20, made of high-strength steel, can more effectively resist deformation and crushing, providing stronger lateral support for the passenger compartment and improving vehicle safety performance.

[0121] As an optional implementation, the outer sill plate 10 and the inner sill plate 20 are made of DP1470 or DP1180 series high-strength steel and are formed by roll forming or cold stamping.

[0122] As an optional implementation, the outer sill plate 10 and the inner sill plate 20 are made of 1.5Gpa hot-formed steel and formed by hot stamping.

[0123] As an alternative implementation, the sill inner beam 30 is formed by extrusion molding.

[0124] As an alternative implementation, the chambers 31 in the inner beam 30 of the threshold are stacked along the height or width direction.

[0125] Extrusion molding process forces heated billets through mold holes of a specific shape, enabling the continuous one-time forming of complex closed cross sections, such as multi-chamber 31, with internal reinforcing ribs, so that the inner beam 30 of the sill can be designed with the optimal load-bearing cross section, such as the shape of the sun, the eye, the field, or the 9-square grid.

[0126] Extrusion molding is a precision plastic forming process that can produce profiles with small dimensional tolerances and high shape consistency. Its surface is usually smooth and dense with little oxide scale, which can directly meet the requirements of subsequent processing or painting, ensuring the assembly accuracy and connection quality of the sill inner beam 30.

[0127] Optionally, the inner beam 30 of the threshold has a 9-grid structure in the middle chamber 31.

[0128] As an optional implementation, the inner sill beam 30 is made of aluminum alloy.

[0129] Under the premise of meeting the same or higher structural performance requirements, using aluminum alloy to manufacture the door sill inner beam 30 can significantly reduce the weight of this core structural component, making a significant contribution to the lightweighting of the whole vehicle, which is directly conducive to reducing energy consumption and improving the driving range of electric vehicles or the fuel economy of fuel vehicles.

[0130] Aluminum alloys are particularly suitable for extrusion molding processes, which can easily form profiles with complex multi-chamber 31 cross sections in one step, maximizing structural efficiency.

[0131] As an optional implementation, the material of the inner sill beam 30 is a five-series or six-series aluminum alloy.

[0132] Optionally, the material of the inner sill beam 30 is 6063-T6.

[0133] like Figure 4 As shown, as an optional implementation, the number of chambers 31 in the inner beam 30 of the threshold is 6-9.

[0134] As an optional implementation, the number of chambers 31 in the inner beam of the threshold is nine.

[0135] The number of chambers 31 is a key parameter determining the moment of inertia and bending and torsional performance of the profile section. A design with 6-9 chambers 31 can form multiple closed load-bearing units within a given external profile size by rationally arranging internal partitions, significantly improving the structural efficiency of the section. This allows for the optimization of material distribution and effective weight control while achieving equal or higher stiffness and strength, avoiding insufficient performance due to too few chambers 31 or increased weight and process complexity due to too many chambers 31.

[0136] As an optional implementation, the thickness of the outer sill plate 10 is greater than the thickness of the inner sill plate 20.

[0137] In a side collision, the sill beam assembly 100 primarily bears the lateral impact. The outer sill plate 10, as the first line of defense for direct force absorption and energy absorption, provides higher local bending stiffness and strength due to its greater thickness, enabling it to more effectively resist initial deformation and transfer the load rearward. The inner sill plate 20, as an internal support, can be relatively thin to maintain overall stiffness and reduce weight. This differentiated design allows materials to be distributed according to stress requirements, achieving higher overall material utilization and structural efficiency.

[0138] Meanwhile, as an exterior covering, the outer sill plate 10 requires high surface quality and forming precision. Appropriately increasing its thickness helps ensure dimensional stability and surface flatness during stamping or roll forming. Furthermore, a thicker outer sill plate 10 may facilitate sheet metal repair in the event of a minor collision. Conversely, as an internal structural component, reducing the thickness of the inner sill plate 20 promotes weight reduction without compromising its primary function.

[0139] As an optional implementation, the thickness of the outer sill plate 10 is 1.4mm-2.2mm. The thickness of the inner sill plate 20 is 1.2mm-2.0mm. The thickness of the outer sill plate 10 is 0.2mm thicker than the thickness of the inner sill plate 20.

[0140] Optionally, the outer sill plate 10 has a thickness of 1.6 mm. The inner sill plate 20 has a thickness of 1.4 mm.

[0141] As an optional implementation, the thickness of the inner sill beam 30 is 2mm-3mm.

[0142] Optionally, the outer periphery of the sill inner beam 30 has a material thickness of 3mm, and the inner material thickness is 2mm.

[0143] The sill beam assembly 100 provided in this embodiment includes an outer sill plate 10, an inner sill plate 20, and an inner sill beam 30. The inner sill plate 20 is connected to the outer sill plate 10. A receiving cavity 101 is formed between the outer sill plate 10 and the inner sill plate 20. The inner sill beam 30 is disposed in the receiving cavity 101. The inner sill beam 30 is connected to both the outer sill plate 10 and the inner sill plate 20. The inner sill beam 30 adopts an integrally formed multi-chamber 31 cross-sectional structure.

[0144] A cavity 101 is formed between the outer sill plate 10 and the inner sill plate 20, and an integrally formed multi-chamber 31 cross-section sill inner beam 30 is installed in the cavity 101. The inner sill inner beam 30, as a reinforcing member, connects with the inner sill plate 20 and the outer sill plate 10, forming a high-rigidity integral box-type structure. This enhances the sill beam's bending section modulus in the vertical direction, effectively bearing bending loads and significantly improving the overall bending stiffness of the pillarless body, ensuring the vehicle's NVH performance, sealing performance, and safety stability. Simultaneously, the integrally formed multi-chamber 31 cross-section structure of the inner sill inner beam 30 minimizes material usage while maintaining the required stiffness and strength, achieving structural lightweighting, reducing driving energy consumption, and effectively improving the vehicle's range. Furthermore, in the event of a side collision, the multiple chambers 31 can sequentially undergo controllable crushing deformation like energy-absorbing boxes, orderly absorbing and dissipating collision energy, thereby reducing the impact force transmitted to the passenger compartment. The reliable connection between the inner sill beam 30, the inner sill plate 20, and the outer sill plate 10 ensures the effective transmission and dispersion of collision forces within the assembly, forming a robust side protection system that significantly improves the vehicle's side collision safety performance.

[0145] This application also provides a vehicle, including a vehicle body and the aforementioned door sill beam assembly 100.

[0146] Given that the vehicle in this embodiment includes the sill beam assembly 100 described in any of the above embodiments, the vehicle includes the sill beam assembly 100 structure and its beneficial effects, which will not be elaborated further in this embodiment.

[0147] It should be noted that the terms "one embodiment," "embodiment," "exemplary embodiment," "some embodiments," etc., mentioned in the specification indicate that the described embodiment may include a specific feature, structure, or characteristic, but not every embodiment necessarily includes that specific feature, structure, or characteristic. Furthermore, such phrases do not necessarily refer to the same embodiment. Moreover, when a specific feature, structure, or characteristic is described in connection with an embodiment, implementing such a feature, structure, or characteristic in conjunction with other embodiments, whether explicitly described or not, is within the knowledge scope of those skilled in the art.

[0148] Generally speaking, terms should be understood at least in part by their use in context. For example, at least in part by context, the term "one or more" as used in the text can be used to describe any feature, structure, or characteristic of the singular meaning, or a combination of features, structures, or characteristics of the plural meaning. Similarly, at least in part by context, terms such as "a" or "the" can also be understood to convey either singular or plural usage.

[0149] It should be readily understood that the terms “on,” “above,” and “on top of” in this application should be interpreted in the broadest possible sense, such that “on” means not only “directly on something” but also “on something” with an intermediate feature or layer therebetween, and that “above” or “on top of” means not only “on something” but also “on something” without an intermediate feature or layer therebetween (i.e., directly on something).

[0150] Furthermore, for ease of explanation, spatially relative terms such as "below," "below," "under," "above," and "above" may be used to describe the relationship of one element or feature relative to other elements or features as shown in the figures. Spatially relative terms are intended to encompass different orientations of the device in use or operation other than those shown in the figures. The device may have other orientations (rotated 90° or in other orientations), and the spatially relative descriptive terms used herein may be interpreted accordingly.

[0151] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of this application, and are not intended to limit them. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features therein. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of this application.

Claims

1. A rocker rail assembly for use in a vehicle, characterized by, The application relates to a rocker beam assembly, comprising: a rocker outer panel, which comprises an upper welding portion, an upper spacing portion, a fitting portion, a lower spacing portion and a lower welding portion which are connected with each other; a rocker inner panel, which comprises an upper connecting portion, an upper bending portion, an extending portion, a lower bending portion and a lower connecting portion which are connected with each other, the upper connecting portion and the lower connecting portion are connected with the upper welding portion and the lower welding portion respectively, and a containing cavity is formed between the upper bending portion, the extending portion, the lower bending portion, the upper spacing portion, the fitting portion and the lower spacing portion; a rocker inner beam, which is arranged in the containing cavity and connected with the rocker outer panel and the rocker inner panel, and adopts a multi-cavity section structure formed integrally.

2. The rocker rail assembly of claim 1, wherein, The fitting portion is fitted with the rocker inner beam and connected through a plurality of connecting members.

3. The rocker rail assembly of claim 2, wherein, The plurality of connecting members comprises at least two groups, and each group of connecting members is arranged at intervals along the length direction of the rocker beam assembly.

4. The rocker rail assembly of claim 3, wherein, At least two groups of connecting members are arranged at intervals along the length direction of the rocker beam assembly.

5. The rocker rail assembly of claim 1, wherein, There is a gap between the upper spacing portion and the rocker inner beam.

6. The rocker rail assembly of claim 1, wherein, There is a gap between the lower spacing portion and the rocker inner beam, and the gap is used for filling structural glue; and / or There is a gap between the lower bending portion and the rocker inner beam, and the gap is used for filling structural glue.

7. The rocker rail assembly of claim 1, wherein, The upper bending portion is fitted with the rocker inner beam and connected through a plurality of connecting members; and / or The extending portion is fitted with the rocker inner beam and connected through a plurality of connecting members.

8. The rocker rail assembly of claim 7, wherein, The plurality of connecting members are arranged at intervals along the length direction of the rocker beam assembly.

9. The rocker rail assembly of claim 1, wherein, The upper connecting portion is welded with the upper welding portion; and / or The lower connecting portion is welded with the lower welding portion; and / or The rocker outer panel and the rocker inner panel are formed through roll forming or stamping forming; and / or The materials of the rocker outer panel and the rocker inner panel are high-strength steel; and / or The rocker inner beam is formed through extrusion; and / or The material of the rocker inner beam is aluminum alloy; and / or The thickness of the rocker outer panel is greater than that of the rocker inner panel.

10. A vehicle characterized by comprising: The application further relates to a vehicle body and the rocker beam assembly as claimed in any one of claims 1-9.

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