Safety protection method based on deformation of threshold beam assembly and vehicle

Abstract

The application relates to the technical field of vehicles, and particularly discloses a safety protection method based on deformation of a threshold beam assembly and a vehicle. The method comprises the following steps: collecting sensor signals of sensors arranged on different levels of a threshold beam in real time, wherein the signals at least include deformation signals and / or deformation rate signals; comparing the collected deformation signals and / or deformation rate signals with preset multi-stage collision level thresholds to determine a collision level to which a collision belongs; and executing a corresponding graded passive safety control strategy according to the determined collision level. The safety protection method can take differentiated protection measures for collisions with different severities, thereby realizing accurate and intelligent response of a passive safety system and significantly improving occupant protection effect under a side collision working condition and overall efficiency of the safety system.

Description

Technical Field

[0001] This invention relates to the field of vehicle technology, and in particular to a safety protection method based on the deformation of the sill beam assembly and a vehicle. Background Technology

[0002] The sill beam assembly is a crucial component of the automotive body structure, primarily serving to enhance body rigidity and bear the vehicle's weight. In the event of a side collision, the sill beam acts as a buffer, dispersing impact forces and improving the vehicle's crash resistance to protect occupants. Currently, automotive sill beams are mostly made of rolled steel or extruded aluminum alloys, which offer poor weight reduction and are complex to install. Furthermore, the triggering logic of passive safety systems during a side collision relies heavily on vehicle acceleration and collision pressure signals collected by acceleration and pressure sensors. The airbag controller then determines the collision level and executes corresponding safety actions. This process involves a time delay, reducing response speed and hindering the identification of the collision object and angle, ultimately compromising safety performance. Summary of the Invention

[0003] This invention aims to at least partially address one of the technical problems in related technologies. To this end, the first objective of this invention is to propose a safety protection method based on the overall deformation of a door sill beam. By arranging sensors at different levels of the door sill beam and collecting deformation signals and / or deformation rate signals in real time, the deformation state of the door sill beam during a collision can be accurately perceived from multiple dimensions, exhibiting higher detection sensitivity and accuracy compared to a single signal. Simultaneously, by comparing the collected signals with preset multi-level collision level thresholds, the severity of the collision can be accurately determined, avoiding safety strategy mismatch problems caused by misjudgment of the collision level. Based on this, a graded passive safety control strategy corresponding to the collision level is implemented, enabling differentiated protection measures for collisions of different severity levels. This achieves precise and intelligent response of the passive safety system, significantly improving occupant protection and the overall effectiveness of the safety system in side-impact collisions.

[0004] The second objective of this invention is to provide a vehicle.

[0005] To achieve the above objectives, a first aspect of the present invention proposes a safety protection method based on the deformation of a sill beam assembly. The method utilizes a sill beam assembly and includes: real-time acquisition of sensor signals from sensors arranged at different levels on the sill beam, the signals including at least deformation amount signals and / or deformation rate signals; comparison of the acquired deformation amount signals and / or deformation rate signals with preset multi-level collision level thresholds to determine the collision level; and execution of a corresponding graded passive safety control strategy based on the determined collision level.

[0006] In addition, the safety protection method based on the overall deformation of the sill beam according to the above embodiments of the present invention may also have the following additional technical features: According to some embodiments of the present invention, a sill beam assembly includes: a sill beam body having a plurality of cavities in its cross-section; an energy-absorbing filler filling at least a portion of the plurality of cavities; and a mounting connector for mounting the sill beam body to an inner cavity of the vehicle sill.

[0007] According to some embodiments of the present invention, the plurality of cavities include an upper cavity, a middle cavity and a lower cavity, and the energy-absorbing filler is filled in at least the upper cavity and the lower cavity.

[0008] According to some embodiments of the present invention, the sill beam body is provided with an adhesive structure for connecting to the vehicle body surface by means of an adhesive.

[0009] According to some embodiments of the present invention, the mounting connector includes a plurality of brackets distributed along the length of the vehicle body, the brackets being used for fixed connection with the inner panel of the vehicle body sill, and the sill beam body being detachably connected to the brackets.

[0010] According to some embodiments of the present invention, the sill beam body is made of a lightweight material, which is a fiber-reinforced composite material, and the fiber layup angle of the fiber-reinforced composite material is set in sections according to the load direction.

[0011] According to some embodiments of the present invention, the collision level includes at least a first-level collision, a second-level collision, and a third-level collision, wherein the first-level collision is higher than the second-level collision, and the second-level collision is higher than the third-level collision; the method further includes: determining the collision level as a first-level collision in response to the vehicle speed being less than or equal to a first vehicle speed threshold, the deformation amount signal being less than or equal to a first deformation value threshold, and the deformation rate signal being less than or equal to a first deformation rate threshold; determining the collision level as a second-level collision in response to the vehicle speed being greater than the first vehicle speed threshold and less than or equal to a second vehicle speed threshold, the deformation amount signal being greater than the first deformation value threshold and less than or equal to the second deformation value threshold, and the deformation rate signal being greater than the first deformation rate threshold and less than or equal to the second deformation rate threshold; and determining the collision level as a third-level collision in response to the vehicle speed being greater than the second vehicle speed threshold, the deformation amount signal being greater than the second deformation value threshold, and the deformation rate signal being greater than the second deformation rate threshold.

[0012] According to some embodiments of the present invention, a corresponding graded passive safety control strategy is executed based on the determined collision level, including: in response to a first-level collision, executing first-level safety measures, which include activating the seatbelt mild pretensioning function, prohibiting airbag deployment, and prohibiting the disconnection of high-voltage power; in response to a second-level collision, executing second-level safety measures, which include activating the seatbelt full-travel pretensioning and force-limiting function, triggering the side airbags and head curtain airbags to deploy, triggering the battery pack low-voltage warning and cooling fan acceleration, and prohibiting the disconnection of high-voltage power; in response to a third-level collision, executing third-level safety measures, which include activating the seatbelt bidirectional pretensioning and strong force-limiting function, triggering the side airbags, head curtain airbags, and front driver and passenger airbags to deploy, disconnecting the battery pack high-voltage circuit, and activating the battery pack fire alarm.

[0013] According to some embodiments of the present invention, the sensor is arranged along the length of the sill beam at a position including at least the middle section; the method further includes: in response to an abnormal sensor signal of the target sensor, determining the collision level using the sensor signal of a sensor adjacent to the target sensor.

[0014] According to an embodiment of the present invention, a safety protection method based on the overall deformation of a door sill beam includes: real-time acquisition of sensor signals from sensors arranged at different levels on the door sill beam, the signals including at least deformation amount signals and / or deformation rate signals; comparison of the acquired deformation amount signals and / or deformation rate signals with preset multi-level collision level thresholds to determine the collision level; and execution of a corresponding graded passive safety control strategy based on the determined collision level. Thus, by arranging sensors at different levels on the door sill beam and acquiring deformation amount signals and / or deformation rate signals in real time, this method can accurately perceive the deformation state of the door sill beam during a collision from multiple dimensions, exhibiting higher detection sensitivity and accuracy compared to a single signal. Simultaneously, comparing the acquired signals with preset multi-level collision level thresholds allows for accurate determination of the collision severity, avoiding safety strategy mismatch issues caused by misjudgment of the collision level. Based on this, executing a graded passive safety control strategy corresponding to the collision level enables differentiated protection measures for collisions of different severity, thereby achieving precise and intelligent response of the passive safety system and significantly improving occupant protection and overall safety system effectiveness in side collision conditions.

[0015] To achieve the above objectives, a second aspect of the present invention provides a vehicle including a sill beam assembly and a controller; the controller is configured to perform the above-described safety protection method based on sill beam assembly deformation.

[0016] According to the vehicle of the present invention, by implementing the above-described safety protection method based on the deformation of the sill beam assembly, the deformation state of the sill beam during the collision process can be accurately perceived from multiple dimensions. Compared with a single signal, it has higher detection sensitivity and accuracy, can accurately determine the severity of the collision, avoid the problem of mismatch in safety strategies due to misjudgment of the collision level, and take differentiated protection measures for collisions of different severity levels, thereby realizing the precise and intelligent response of the passive safety system, significantly improving the occupant protection effect and the overall effectiveness of the safety system under side collision conditions.

[0017] Additional aspects and advantages of the invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description

[0018] Figure 1 A flowchart of a safety protection method based on the overall deformation of a sill beam according to some embodiments of the present invention; Figure 2 This is an assembly diagram of the body-sill beam assembly according to some embodiments of the present invention; Figure 3 This is a structural schematic diagram of the BB section of the vehicle body door sill assembly according to some embodiments of the present invention; Figure 4 This is a structural schematic diagram of a sill beam assembly according to some embodiments of the present invention; Figure 5 This is a structural schematic diagram of the AA section of the sill beam assembly according to some embodiments of the present invention; Figure 6 This is a structural schematic diagram of the AA cross section of the threshold beam body according to some embodiments of the present invention; Figure 7 This is a schematic diagram of the structure of an energy-absorbing filler according to some embodiments of the present invention; Figure 8 This is a schematic diagram of the structure of the mounting connector according to some embodiments of the present invention; Figure 9 A flowchart of a safety protection method based on the overall deformation of a sill beam according to other embodiments of the present invention; Figure 10 This is a block diagram of a vehicle according to some embodiments of the present invention.

[0019] Explanation of reference numerals in the attached figures: 1000-Body body-sill beam assembly, 10-sill beam assembly, 100-sill beam body, 101-glue groove, 200-energy-absorbing filler, 300-adhesive, 400-mounting connector, 401-front bracket, 402-middle bracket, 403-rear bracket, 20-body sill assembly, 21-sill outer panel, 22-sill reinforcement plate, 23-sill inner panel, 900-vehicle. Detailed Implementation

[0020] Embodiments of the present invention are described in detail below. Examples of these embodiments are illustrated in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain the present invention, and should not be construed as limiting the present invention.

[0021] As described in the background section, the sill beam assembly is a crucial component of the automotive body structure, primarily serving to enhance body rigidity and bear the vehicle's weight. In the event of a side collision, the sill beam acts as a buffer and disperses impact force, improving the vehicle's impact resistance and protecting the safety of occupants. Currently, automotive sill beams are mostly made of rolled steel or extruded aluminum alloys, resulting in poor weight reduction and complex installation. Furthermore, the triggering logic of passive safety systems (seatbelt pretensioning, side airbags / curtains, front airbags, battery high-voltage cutoff, etc.) during a side collision relies heavily on vehicle acceleration and collision pressure signals collected by acceleration and collision pressure sensors. The airbag controller then determines the collision level and executes corresponding safety actions, which introduces a time delay, reducing response speed and hindering the identification of the collision object and angle, thus compromising safety performance.

[0022] Current door sill beams suffer from inherent defects such as single stiffness, lack of gradation, passive crumple zone, and uncontrollability, making it difficult to meet the dual requirements of current collision safety and new energy vehicle electrical safety. Specifically: First, the stiffness characteristics are mismatched with collision conditions, resulting in excessive deformation in minor collisions and excessive intrusion in severe collisions, failing to simultaneously meet regulatory requirements for different conditions such as side impacts and pole impacts; Second, there is a structural contradiction between passenger compartment protection and battery pack protection, making it difficult to balance energy-absorbing crumple zone and anti-intrusion stiffness; Third, there is a lack of collision level classification and active / semi-active control strategies, the crumple zone mode is not adjustable, and it cannot adaptively respond according to the severity of the collision; Fourth, new energy vehicles have significantly higher requirements for electrical safety after collisions, such as insulation, anti-crushing, and anti-leakage, which traditional passive structures can no longer meet.

[0023] Currently, the control logic of passive safety systems for side impact collisions also suffers from several technical shortcomings. First, signal acquisition is lagging and judgment accuracy is low. Vehicle acceleration, as an indirect collision signal, is easily affected by non-collision conditions such as road bumps and sudden braking, leading to misjudgments or delayed judgments, and failing to accurately reflect the actual intrusion risk into the passenger compartment and battery compartment. Second, the collision level classification is too coarse, often only setting two levels: "low-speed minor collision" and "high-speed severe collision." At low speeds, this can easily cause airbags to deploy unnecessarily, increasing maintenance costs, while at high speeds, the delayed triggering cannot effectively protect occupants. Third, current technology does not use the deformation amount, deformation rate, and deformation location of the sill beam, a core load-bearing and energy-absorbing component on the side, as a core judgment criterion, wasting the most direct collision feedback signal. In addition, the inner side of the sill beam of pure electric vehicles is adjacent to the battery pack. Collision deformation is related to both occupant safety and the risk of battery compression, short circuit, and fire. Current control logic cannot meet the dual needs of occupant protection and battery protection, resulting in serious inadequacy in adaptability to new energy vehicles.

[0024] The following description, with reference to the accompanying drawings, illustrates the safety protection method and vehicle based on the overall deformation of the sill beam proposed in this invention.

[0025] refer to Figure 1 This is a flowchart of a safety protection method based on the overall deformation of a sill beam according to some embodiments of the present invention.

[0026] like Figure 1 As shown, the safety protection method based on the overall deformation of the sill beam according to an embodiment of the present invention may include the following steps: S101, real-time acquisition of sensor signals from sensors arranged on different levels of the sill beam, the signals including at least deformation amount signal and / or deformation rate signal.

[0027] Specifically, the threshold beam adopts a gradient stiffness layered structure (the first energy-absorbing layer uses high-strength steel, the second energy-absorbing layer uses composite material threshold beams, and the third energy-absorbing layer uses ultra-high-strength steel). Pre-set deformation gaps and weak connecting ribs are set between the layers to ensure that the threshold beam exhibits layered and orderly deformation under different collision intensities. The amount of deformation is linearly positively correlated with the collision intensity, which facilitates accurate signal acquisition.

[0028] Multiple sets of strain sensors and displacement sensors are evenly arranged along the length of the vehicle body in the primary, secondary, and tertiary energy-absorbing layers of the sill beam. They are preferably attached to the middle section (below the B-pillar, the area with the most concentrated collision force), the front section (below the A-pillar), and the rear section (below the C-pillar) of the sill beam. The sensors collect axial deformation signals, deformation rate signals, and local crush displacement signals of each layer of the sill beam in real time. Alternatively, the sensors collect axial deformation signals of each layer of the sill beam in real time, or the sensors collect deformation rate signals of each layer of the sill beam in real time, and transmit them to the vehicle safety controller.

[0029] S102, compare the collected deformation signal and / or deformation rate signal with the preset multi-level collision level threshold to determine the collision level to which the collision belongs.

[0030] Specifically, after acquiring the deformation amount signal and / or deformation rate signal, the acquired deformation amount signal and / or deformation rate signal are compared with preset multi-level collision level thresholds to determine the collision level. For example, by studying a large number of real vehicle collision tests and CAE (Computer Aided Engineering) simulations, the core thresholds of the sill beam deformation amount signal and deformation rate signal can be calibrated, and the collision level can be divided into three levels: Level I low-speed minor collision, Level II medium-speed moderate collision, and Level III high-speed severe collision. In Level I low-speed minor collision, only the first-level energy-absorbing layer is activated, and the impact force is small, which does not reach the activation threshold of the second-level and third-level energy-absorbing layers. The first-level energy-absorbing layer preferentially undergoes buckling and folding deformation to absorb energy. Due to the existence of the layer gap, the load cannot be transferred to the second-level and third-level energy-absorbing layers. The second-level and third-level energy-absorbing layers remain unchanged and do not participate in energy absorption. In a Level II moderate-speed collision, the primary and secondary energy-absorbing layers are activated sequentially, increasing the impact force. The primary energy-absorbing layer completely collapses, and the first gap is filled. The load is transferred to the secondary energy-absorbing layer, where the intermediate gradient energy absorbers are compacted and absorb energy. At this point, the second gap still exists, and the tertiary energy-absorbing layer does not participate in deformation, maintaining rigid protection. In a Level III high-speed severe collision, all layers are activated sequentially, reaching maximum impact force. Both the primary and secondary energy-absorbing layers completely collapse, and all gaps are eliminated. The load is directly transferred to the tertiary energy-absorbing layer, which does not collapse or deform. As a rigid load-bearing and force-transmitting structure, it directs the impact force to the B-pillars, floor beams, and battery pack side beams, minimizing the intrusion into the passenger compartment and battery pack. Specifically, the outer beams are responsible for Level I low-speed minor collisions, the intermediate cavity is responsible for Level II moderate-speed collisions, and the inner beams are responsible for Level III high-speed severe collisions.

[0031] S103, based on the determined collision level, execute the corresponding graded passive safety control strategy.

[0032] Specifically, after obtaining the collision level, the vehicle safety controller matches the above three collision levels based on the deformation amount signal and / or deformation rate signal, and executes the corresponding graded passive safety control strategy. For example, in a Level I low-speed minor collision, only the seat belts are slightly pre-tensioned; in a Level II medium-speed moderate collision, the seat belts are fully pre-tensioned and the side airbags are deployed; and in a Level III high-speed severe collision, all airbags are deployed and the high voltage of the new energy vehicle is cut off.

[0033] Thus, the present method can accurately determine the collision level according to the real-time deformation parameters of the automobile sill beam, and link the vehicle passive safety system to execute hierarchical control, which is especially suitable for passive safety protection of traditional fuel vehicles, as well as new energy vehicles such as pure electric vehicles and hybrid vehicles under typical working conditions such as side collision and pole collision; this method takes the self-deformation characteristics of the sill beam as the core determination basis, realizes accurate and fast division of collision levels, and matches the corresponding passive safety hierarchical control strategy, effectively solving the problems of misjudgment, delay and single protection means existing in the current technology.

[0034] Reference Figure 2 is an assembly schematic diagram of a body-sill beam assembly according to some embodiments of the present invention.

[0035] The body-sill beam assembly 1000 is composed of a sill beam assembly 10 and a body sill assembly 20.

[0036] Reference Figure 3 is a structural schematic diagram of the B-B section of the body sill assembly according to some embodiments of the present invention.

[0037] The body sill assembly 20 is composed of a sill outer panel 21, a sill reinforcement panel 22, and a sill inner panel 23. The sill outer panel 21 and the sill reinforcement panel 22 form a sill outer cavity, the sill reinforcement panel 22 and the sill inner panel 23 form a sill inner cavity, and the sill beam assembly 10 is installed in the sill inner cavity.

[0038] Reference Figure 4 is a structural schematic diagram of the sill beam assembly according to some embodiments of the present invention.

[0039] The sill beam assembly 10 of the present invention includes a sill beam body 100, an energy-absorbing filler 200, and a mounting connector 400.

[0040] Reference Figure 5 is a structural schematic diagram of the A-A section of the sill beam assembly according to some embodiments of the present invention, and reference Figure 6 is a structural schematic diagram of the A-A cross section of the sill beam body according to some embodiments of the present invention.

[0041] The cross section of the sill beam body 100 is designed as a "double-rice-character" three-cavity topological configuration, the cross section of the sill beam body 100 is provided with a plurality of cavities, the plurality of cavities include an upper cavity, a middle cavity and a lower cavity, the upper cavity and the lower cavity are the main energy-absorbing paths of the sill beam, and the sill beam assembly 10 is installed in the body sill cavity. The upper cavity overlaps with the seat cross beam in the height direction, and the lower cavity corresponds to the lower area of the battery pack frame. In the event of a side pole collision, the load is transmitted to the seat cross beam through the upper cavity on the one hand, and transmitted to the lower part of the battery pack frame through the lower cavity on the other hand. The plurality of cavities disperse and conduct stress, avoid local instability, and improve specific stiffness.

[0042] Furthermore, the sill beam body 100 is made of lightweight material, which can be fiber-reinforced composite material (such as carbon fiber reinforced thermoplastic resin or glass fiber reinforced epoxy system), and the fiber layup angle of the fiber-reinforced composite material is set in zones according to the load direction.

[0043] Furthermore, compared to traditional stamped and welded steel door sill beams, the three-cavity structure (upper, middle, and lower cavities) can be integrally molded, significantly reducing the number of parts, welding points, and assembly processes. Simultaneously, the anisotropic properties of fiber-reinforced composite materials give it excellent dimensional stability and fatigue resistance after molding, avoiding common metal parts problems such as corrosion, stress concentration, and fatigue cracking. This process not only shortens the production cycle but also reduces reliance on high-precision molds and heavy equipment, making it suitable for flexible production lines and the rapid iteration needs of new energy vehicle models.

[0044] Furthermore, the sill beam body 100 is provided with an adhesive structure. The adhesive structure can bond the sill beam body 100 to the vehicle body using an adhesive 300 to form a surface connection. This can disperse stress, enhance connection strength, and improve the flexibility and durability of the connection. The adhesive 300 can be a high-strength structural adhesive, such as epoxy resin.

[0045] refer to Figure 7This is a schematic diagram of the structure of an energy-absorbing filler according to some embodiments of the present invention. The upper and lower cavities are filled with energy-absorbing filler 200, which can effectively absorb impact force, reduce damage to occupants and the battery pack, and efficiently transfer side-impact loads to the seat crossbeam and the bottom of the battery pack. This saves on the amount of energy-absorbing filler 200 used while significantly improving energy absorption efficiency. Furthermore, the process is simple and the structure is stable. The energy-absorbing filler 200 can be a structural foam (such as polyurethane or polymethacrylamide foam). Structural foam has characteristics such as low density and high compressibility, forming a synergistic energy absorption mechanism of "rigid outer shell + flexible inner core". Under side-impact conditions, this structure can achieve an energy absorption efficiency improvement of over 30% through the controllable compression of the structural foam, the progressive crushing of the cavity, and the layered energy dissipation between fiber-reinforced composite material layers, far exceeding traditional steel sill beams. This design effectively reduces occupant compartment intrusion and significantly improves safety rating performance. Based on their mechanical properties, foams can be categorized into reinforced foams and energy-absorbing foams. Energy-absorbing foams have lower density and a distinct plateau in their compression curve, during which their stiffness does not increase. Reinforced foams have slightly higher density and no distinct plateau in their compression curve; their stiffness gradually increases with deformation. Different foam types can be selected based on different scenario requirements, and the amount of foam used can be dynamically adjusted according to the side impact intrusion target of the vehicle model to control total weight and material costs. Through parametric design methods, multi-objective optimization (such as the NSGA-II algorithm) can be performed on the wall thickness of the sill beam body 100, the width and height of the three cavities, and the filling density of the structural foam. Under the premise that the side impact intrusion is lower than the target value, the amount of structural foam used can be dynamically adjusted to control total weight and material costs. For example, in low-end models, the filling rate of the upper cavity structural foam can be reduced to 60%, while in high-safety-level models, a full-fill + high-modulus fiber layout is adopted. This "performance-graded, cost-adjustable" design strategy allows the same platform to cover models from A0 to C class, achieving an optimal balance between modular development and supply chain costs. The central cavity is filled with gradient (such as aluminum foam / controllable deformable honeycomb) to form a gradual transition in stiffness.

[0046] Furthermore, the upper and lower cavities have adhesive grooves 101 on their sides, which can be coated with adhesive 300 (such as high-strength structural adhesive) to enhance the connection strength between the sill beam body 100 and the vehicle body. The sill beam body 100 can also be made of lightweight alloy materials such as rolled steel, magnesium alloy, and aluminum alloy, depending on performance requirements.

[0047] Furthermore, the cross-sectional wall thickness of the sill beam body 100 can be adjusted by optimizing the sensitivity of parameter identification and adjusting the thickness distribution in each region. The sill beam body 100 mainly bears lateral (Y-direction) impact loads, and the load path can be directionally strengthened through precise design of fiber layup angles (such as ±45°, 0°, and 90° multi-directional layups). The horizontal ribs are the main impact areas, using ±45° oblique layups to enhance shear bearing capacity; the vertical ribs are the support areas, using 0° layups to improve bending stiffness, while 90° layups are introduced at the connection areas of the horizontal and vertical ribs to enhance the lap strength with the vehicle body longitudinal beams. This "regional layup optimization" allows the sill beam body 100 to maintain lightweight (weight reduction can reach 35%) while increasing its Y-direction stiffness by more than 50%, and its energy absorption curve is flatter, with peak force reduced by 20%, effectively alleviating the impact load on the occupant's chest and pelvis. By leveraging the technological characteristics of fiber-reinforced composite materials and optimizing the fiber arrangement direction based on the direction and magnitude of the loads borne by the structure, the overall structural performance is improved. Different layup angles are designed for different regions, enhancing structural stiffness and energy absorption capacity.

[0048] refer to Figure 8 This is a schematic diagram of the structure of an installation connector according to some embodiments of the present invention.

[0049] The mounting connector 400 includes multiple brackets distributed along the length of the vehicle body. The mounting connector 400 can install the sill beam body 100 into the inner cavity of the vehicle sill. The brackets include a front bracket 401, a middle bracket 402, and a rear bracket 403. The three brackets are welded to the vehicle body structure and can be fixedly connected to the inner sill plate 23. The sill beam body 100 is detachably connected to the three brackets by bolts. The three brackets fix and limit the sill beam body 100. The front bracket 401 and rear bracket 403 fix the sill beam body 100 to the inner sill plate 23, while the middle bracket 402 fixes the sill beam body 100, providing Z-axis support and limiting. The number of middle brackets 402 can be increased as needed.

[0050] Furthermore, during installation, the mounting connector 400 is first connected to the vehicle body via welding points, the energy-absorbing filler 200 is filled into the upper and lower cavities of the sill beam body 100, high-strength structural adhesive is applied to the glue groove 101, and then the whole assembly is installed to the mounting connector 400 via bolts. The overall structure is simple to connect and easy to assemble and disassemble.

[0051] Furthermore, the outer beam of the sill beam body 100 adopts a low-stiffness energy-absorbing layer and has a pre-set induction groove; the inner beam of the sill beam body 100 adopts a high-stiffness protective layer and is made of 1500MPa grade hot-formed steel.

[0052] Furthermore, by using stiffness gradient, hierarchical gaps, and collapse-inducing structures, the collision force is automatically, orderly, and gradually activated from small to large, and the energy-absorbing layer is activated from the outside to the inside.

[0053] Furthermore, the sill beam body 100 is provided with a first-level energy-absorbing layer, a second-level energy-absorbing layer and a third-level energy-absorbing layer from the outside to the inside along the width direction of the vehicle body. The first-level energy-absorbing layer is composed of the outer sill plate 21 and the sill reinforcement plate 22, which is the outer layer of energy absorption; the second-level energy-absorbing layer is installed in the sill cavity by the sill beam assembly 10, which is the middle gradient energy-absorbing body; the third-level energy-absorbing layer is composed of the inner sill plate 23, which is the inner rigid load-bearing beam.

[0054] Specifically, a first gap, ranging from 2 to 10.0 mm, is provided between the primary and secondary energy-absorbing layers; a second gap, also ranging from 2 to 10.0 mm, is provided between the secondary and tertiary energy-absorbing layers. The primary energy-absorbing layer uses a low-strength, easily buckled material with a yield load of F1; the secondary energy-absorbing layer uses a medium-strength gradient energy-absorbing material with a yield load of F2; and the tertiary energy-absorbing layer uses ultra-high-strength steel with a yield load of F3; satisfying the condition: F1 < F2 < F3. The load increases sequentially, reaching the yield threshold of each layer, achieving purely mechanical passive step-by-step activation.

[0055] Specifically, only after the current energy-absorbing layer is completely crushed and the gaps are filled can the collision load be transferred to the next energy-absorbing layer, so as to achieve mechanical timing control and ensure that the activation of each level is orderly, timely, and not delayed. In low-speed collisions, the load only acts on the outer layer; in medium- and high-speed collisions, the load is transferred inward step by step to achieve activation at each level.

[0056] Therefore, with the increasing demand for lightweight vehicles and the rising requirements for safety performance, composite materials are being used more and more widely in the vehicle body field. Addressing the shortcomings of current sill beam structures, this invention significantly improves energy absorption by employing a composite material sill beam skeleton and energy-absorbing filler 200, while simultaneously reducing weight and simplifying installation.

[0057] While roll-formed steel or extruded aluminum door sill beams possess excellent energy absorption capabilities, their substantial weight hinders the lightweight requirements of new energy vehicles and energy-efficient models. In contrast, the fiber-reinforced composite material of this invention boasts a density as low as 1.2–1.8 g / cm³, achieving a weight reduction of over 30% while maintaining the same stiffness and strength, significantly improving the overall vehicle's energy efficiency and environmental performance.

[0058] Fiber-reinforced composite materials offer advantages such as low density, high strength, and good energy absorption. Although the raw material cost of a single fiber-reinforced composite door sill beam is slightly higher than that of extruded aluminum alloy, its integrated molding process can significantly reduce the number of parts, welding processes, and assembly time, thereby lowering the total manufacturing and logistics costs. Furthermore, the system-level benefits of weight reduction, such as optimized battery capacity, reduced motor power, and miniaturized braking systems, can further reduce the total life-cycle cost. Under the premise of meeting safety standards, the comprehensive cost advantage achieved by fiber-reinforced composite materials through weight reduction and energy saving gives them a stronger economic competitiveness in mid-to-high-end electric vehicle models.

[0059] In some embodiments of the present invention, the collision level includes at least a first-level collision, a second-level collision, and a third-level collision, with the first-level collision being higher than the second-level collision, and the second-level collision being higher than the third-level collision. The method further includes: determining the collision level as a first-level collision in response to a vehicle speed less than or equal to a first vehicle speed threshold, a deformation amount signal less than or equal to a first deformation rate threshold, and a deformation rate signal less than or equal to a first deformation rate threshold; determining the collision level as a second-level collision in response to a vehicle speed greater than the first vehicle speed threshold and less than or equal to a second vehicle speed threshold, a deformation amount signal greater than the first deformation threshold and less than or equal to the second deformation threshold, and a deformation rate signal greater than the first deformation rate threshold and less than or equal to the second deformation rate threshold; and determining the collision level as a third-level collision in response to a vehicle speed greater than the second vehicle speed threshold, a deformation amount signal greater than the second deformation threshold, and a deformation rate signal greater than the second deformation rate threshold. The first vehicle speed threshold, the first deformation threshold, the first deformation rate threshold, the second vehicle speed threshold, the second deformation threshold, and the second deformation rate threshold can be calibrated according to actual conditions.

[0060] Specifically, the collision levels include at least Level 1 collision (such as Level I low-speed minor collision), Level 2 collision (such as Level II medium-speed moderate collision), and Level 3 collision (such as Level III high-speed severe collision). Level 1 collision is higher than Level 2 collision, and Level 2 collision is higher than Level 3 collision. The vehicle speed can be detected by a speed sensor installed on the vehicle. It can be determined whether the following conditions are met: the vehicle speed is less than or equal to the first speed threshold (e.g., 15 km / h), the deformation amount signal is less than or equal to the first deformation amount threshold (e.g., 30 mm), and the deformation rate signal is less than or equal to the first deformation rate threshold (e.g., 0.5 m / s). When the vehicle speed is less than or equal to the first speed threshold, the deformation amount signal is less than or equal to the first deformation amount threshold, and the deformation rate signal is less than or equal to the first deformation rate threshold, it can be said that the collision condition is a minor side scrape at a speed ≤ 15 km / h, a low-speed side collision at a small angle, only the primary energy-absorbing layer undergoes local elastic / micro-plastic deformation, the overall deformation amount is ≤ 30 mm, the deformation rate is ≤ 0.5 m / s, the secondary and tertiary energy-absorbing layers are undeformed, the preset gap between the layers is not closed, there is no risk of passenger compartment intrusion, no risk of battery pack compression, and only minor damage to the body panels and the outer layer of the door sill. At this time, the collision level is determined to be a first-level collision.

[0061] The system determines whether the following conditions are met: vehicle speed is greater than a first speed threshold and less than or equal to a second speed threshold (e.g., 35 km / h); deformation signal is greater than a first deformation threshold and less than or equal to a second deformation threshold (e.g., 80 mm); and deformation rate signal is greater than a first deformation rate threshold and less than or equal to a second deformation rate threshold (e.g., 2 m / s). The determination is made based on whether the following conditions are met: vehicle speed is greater than a first speed threshold and less than or equal to a second speed threshold; deformation signal is greater than a first deformation threshold and less than or equal to a second deformation rate threshold (e.g., 2 m / s). When the deformation rate is less than or equal to the second deformation rate threshold, it can be said that the collision condition is a conventional side collision or low-speed pole impact at a vehicle speed of 15-35 km / h. The first energy-absorbing layer is completely crushed and deformed, the preset gap between the layers is closed, the second energy-absorbing layer begins to undergo plastic energy-absorbing deformation, the overall deformation is 20-100 mm, the deformation rate is 0.5-2 m / s, the third energy-absorbing layer has no obvious deformation, the passenger compartment has no obvious intrusion, only slight compression of the interior in some areas, and the battery pack has no risk of direct compression. Basic restraint protection needs to be activated. At this time, the collision level is determined to be the second level collision.

[0062] The system determines whether the vehicle speed exceeds the second speed threshold, the deformation amount signal exceeds the second deformation threshold, and the deformation rate signal exceeds the second deformation rate threshold. When these conditions are met, the collision condition can be classified as a high-speed side impact, high-speed pole impact, or rollover impact at a speed greater than 35 km / h. The primary and secondary energy-absorbing layers are completely crushed, and the tertiary energy-absorbing layer begins to undergo slight plastic deformation. The overall deformation is greater than 100 mm, and the deformation rate is greater than 2 m / s. There is a significant risk of intrusion into the passenger compartment, and the battery pack faces the risk of compression and short circuit. The occupants' lives are seriously threatened, and the battery pack poses a fire hazard. All-dimensional passive safety protection needs to be activated, and the collision level is determined to be a Level 3 collision.

[0063] In some embodiments of the present invention, a corresponding graded passive safety control strategy is executed according to the determined collision level, including: in response to a first-level collision, executing first-level safety measures, which include activating the seat belt mild pretensioning function, prohibiting airbag deployment, and prohibiting the disconnection of high-voltage power; in response to a second-level collision, executing second-level safety measures, which include activating the seat belt full-travel pretensioning and force limiting function, triggering the side airbags and head curtain airbags to deploy, triggering the battery pack low-voltage warning and cooling fan acceleration, and prohibiting the disconnection of high-voltage power; in response to a third-level collision, executing third-level safety measures, which include activating the seat belt bidirectional pretensioning and strong force limiting function, triggering the side airbags, head curtain airbags, and front driver and passenger airbags to deploy, disconnecting the battery pack high-voltage circuit, and activating the battery pack fire alarm.

[0064] Specifically, in the event of a Level 1 collision, Level 1 safety measures are implemented, which means that only the light pretensioning function of the seat belt pretensioner is activated to tighten the seat belt allowance, prevent the occupants from leaning forward or sideways, and do not trigger any airbags (front airbags, side airbags, curtain airbags) to deploy, do not activate the battery high voltage cut-off function, and automatically activate the hazard warning lights; the doors remain locked and do not unlock to avoid accidental airbag deployment in low-speed collisions, reduce vehicle maintenance costs, and at the same time achieve basic occupant restraint.

[0065] In the event of a Level 2 collision, Level 2 safety measures are implemented, namely, activating the full-travel pretensioning and force-limiting function of the seat belts, and simultaneously triggering the side airbags and head curtain airbags to deploy in sections (only the side airbags deploy, and the non-collision side airbags do not deploy), while the front airbags do not deploy; for new energy vehicles, the low-voltage warning function of the battery pack and the accelerated operation of the cooling fan are activated simultaneously without cutting off the high-voltage power supply, and the hazard warning lights automatically turn on with double flashers; the doors are forcibly locked and cannot be unlocked to prevent occupants from being ejected; it can provide targeted protection for occupants in side impacts, avoid unnecessary deployment of front airbags, and provide early warning of battery status, balancing protection and cost.

[0066] In the event of a Level 3 collision, Level 3 safety measures are implemented, namely, activating the seatbelt pretensioning and force limiting function, and simultaneously triggering the rapid deployment of all side airbags, head curtain airbags, and front driver and passenger airbags; for new energy vehicles, the high-voltage circuit of the battery pack is immediately cut off, the battery pack fire alarm and anti-collision support deployment functions are activated to prevent battery compression, short circuit and fire, the doors are forcibly locked to prevent occupants from being ejected, the hazard lights are activated, and all interior lights are activated; the automatic rescue function is forcibly triggered, uploading the vehicle location, collision direction, airbag deployment status and number of occupants, and simultaneously and automatically dialing emergency rescue numbers; this provides comprehensive protection for occupants' lives, while quickly cutting off power, protecting the battery, and preventing secondary safety accidents.

[0067] In some embodiments of the present invention, the sensor is arranged along the length of the threshold beam at a position including at least the middle section; the method further includes: in response to an abnormal sensor signal of the target sensor, determining the collision level using the sensor signal of a sensor adjacent to the target sensor.

[0068] Specifically, the sensor is installed along the length of the sill beam below the door, and must cover at least the middle section of the sill beam (not just the two ends). This is to ensure that the middle area is also monitored by the sensor. At the same time, when the sensor signal of the target sensor is abnormal (such as malfunction or failure), the present invention will not fail to determine the collision, but will automatically switch to using the sensor signal collected by other normal sensors adjacent to the target sensor to determine the collision level. This ensures that even if individual sensors have problems, the entire collision detection process can still work normally and will not miss or misjudge.

[0069] refer to Figure 9 This is a flowchart of a safety protection method based on the deformation of the sill beam according to other embodiments of the present invention.

[0070] S901, Vehicle side collision status detection.

[0071] Specifically, the collision level of the vehicle's side collision state can be determined based on the vehicle's speed, deformation amount signal, and deformation rate signal, thereby determining whether to execute step S902, step S906, or step S910.

[0072] S902, the vehicle speed is less than or equal to the first vehicle speed threshold, the deformation amount signal is less than or equal to the first deformation amount threshold, and the deformation rate signal is less than or equal to the first deformation rate threshold.

[0073] S903, the collision level is Level 1.

[0074] S904 indicates no risk of passenger compartment intrusion, no risk of battery pack compression, and only minor damage to body panels and the outer layer of door sills.

[0075] S905, activates the seatbelt light pretensioning function, prohibits airbag deployment, and prohibits cutting off high-voltage power.

[0076] S906, the vehicle speed is greater than the first speed threshold and less than or equal to the second speed threshold, the deformation signal is greater than the first deformation threshold and less than or equal to the second deformation threshold, and the deformation rate signal is greater than the first deformation rate threshold and less than or equal to the second deformation rate threshold.

[0077] S907, crash level 2.

[0078] S908 indicates that there was no obvious intrusion into the passenger compartment, only slight compression of some interior parts, and no direct risk of compression to the battery pack, requiring the activation of basic restraint protection.

[0079] S909 activates the full-travel pretensioning and force limiting function of the seat belt, triggers the side airbags and head curtain airbags to deploy upon impact, triggers the low-voltage warning of the battery pack and the acceleration of the cooling fan, and prohibits the disconnection of high-voltage power.

[0080] S910, the vehicle speed is greater than the second speed threshold, the deformation amount signal is greater than the second deformation amount threshold, and the deformation rate signal is greater than the second deformation rate threshold.

[0081] S911, crash level is Level 3.

[0082] S912 indicates that there is a significant risk of intrusion into the passenger compartment, and the battery pack faces the risk of compression and short circuit; the lives of the occupants are seriously threatened, and the battery pack poses a fire hazard, requiring the activation of all-dimensional passive safety protection.

[0083] S913 activates the seatbelt's two-way pretensioning and force limiting functions, triggers the deployment of the side airbags, head curtain airbags, and front driver and passenger airbags, cuts off the battery pack's high-voltage circuit, and activates the battery pack's fire alarm.

[0084] Therefore, this flowchart first detects the side impact status of the vehicle. Based on the vehicle speed, deformation amount, and deformation rate signals, the collision is divided into three levels, and then different protection strategies are applied accordingly: Level 1 collision (vehicle speed, deformation amount, and deformation rate all not exceeding the corresponding first threshold) only activates the seat belt with slight pretensioning, without triggering the airbags or cutting off the high-voltage power supply; Level 2 collision (vehicle speed, deformation amount, and deformation rate between the corresponding first and second thresholds) activates the full-travel pretensioning and force limiting of the seat belt, triggers the side airbags and head curtain airbags to deploy, and triggers the low-voltage warning of the battery pack and acceleration of the cooling fan, without cutting off the high-voltage power supply; Level 3 collision (vehicle speed, deformation amount, and deformation rate all exceeding the corresponding second threshold) activates the bidirectional pretensioning and strong force limiting of the seat belt, triggers the side airbags, head curtain airbags, and front driver and passenger airbags to deploy, and simultaneously cuts off the high-voltage circuit of the battery pack and activates the battery pack fire alarm, thereby achieving graded and precise passive safety protection, taking into account both occupant protection and battery safety.

[0085] In summary, this invention can collect deformation data of each layer in real time through strain and displacement sensors arranged on the threshold beam, and transmit the signals to the safety controller at a frequency of no less than 100 times per second. The safety controller first filters and reduces noise from the signals to eliminate interference signals under non-collision conditions, and then compares the processed deformation amount and deformation rate with preset three-level thresholds to quickly determine the collision level. After the determination is completed, a control command is output according to the corresponding level to link the passive safety system to perform the corresponding action. At the same time, if any sensor fails to transmit a single signal, the signal from the adjacent sensor will be automatically used for redundant determination to ensure the reliability of the entire control logic.

[0086] This invention uses the direct deformation signal of the door sill beam as the basis for collision judgment, effectively avoiding interference from non-collision conditions, improving judgment accuracy, and enhancing response speed, fundamentally solving the problems of misjudgment and lag. Based on this, a three-level collision classification control mechanism is established, matched with differentiated protection strategies, avoiding airbag mis-deployment under low-speed conditions while also considering safety protection in high-speed collisions and controlling vehicle maintenance costs. Furthermore, this invention requires minimal hardware and software modifications and is low-cost; only sensors need to be added to the door sill beam, and the control logic can be embedded into existing safety controllers, making it compatible with all types of fuel and new energy vehicles, and easy to mass-produce and promote. For new energy vehicles, this invention also simultaneously achieves coordinated protection of occupants and battery high-voltage cutoff, fire alarm, etc., filling the technical gap in joint occupant and battery protection. In addition, a sensor signal redundancy verification mechanism, combined with the gradient layered structure of the door sill beam, effectively avoids single-point failures, significantly improving the overall reliability and stability of the passive safety system.

[0087] In summary, the safety protection method based on the overall deformation of the sill beam according to embodiments of the present invention includes: real-time acquisition of sensor signals from sensors arranged on different levels of the sill beam, the signals including at least deformation amount signals and / or deformation rate signals; comparison of the acquired deformation amount signals and / or deformation rate signals with preset multi-level collision level thresholds to determine the collision level; and execution of a corresponding graded passive safety control strategy based on the determined collision level. Therefore, by arranging sensors on different levels of the sill beam and acquiring deformation amount signals and / or deformation rate signals in real time, this method can accurately perceive the deformation state of the sill beam during a collision from multiple dimensions, exhibiting higher detection sensitivity and accuracy compared to a single signal. Simultaneously, comparing the acquired signals with preset multi-level collision level thresholds allows for accurate determination of the collision severity, avoiding safety strategy mismatch issues caused by misjudgment of the collision level. Based on this, executing a graded passive safety control strategy corresponding to the collision level enables differentiated protection measures for collisions of different severity, thereby achieving precise and intelligent response of the passive safety system and significantly improving occupant protection and overall safety system effectiveness in side-impact collisions.

[0088] refer to Figure 10 This is a block diagram of a vehicle according to some embodiments of the present invention.

[0089] like Figure 10 As shown, the vehicle 900 of this embodiment of the invention includes a sill beam assembly 10 and a controller; the controller is configured to execute the above-described safety protection method based on the deformation of the sill beam assembly.

[0090] According to the vehicle of the present invention, by implementing the above-described safety protection method based on the deformation of the sill beam assembly, the deformation state of the sill beam during the collision process can be accurately perceived from multiple dimensions. Compared with a single signal, it has higher detection sensitivity and accuracy, can accurately determine the severity of the collision, avoid the problem of mismatch in safety strategies due to misjudgment of the collision level, and take differentiated protection measures for collisions of different severity levels, thereby realizing the precise and intelligent response of the passive safety system, significantly improving the occupant protection effect and the overall effectiveness of the safety system under side collision conditions.

[0091] In the description of this specification, references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0092] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this invention, "a plurality of" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0093] In this invention, unless otherwise explicitly specified and limited, the terms "installation," "connection," "linking," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components, unless otherwise explicitly limited. Those skilled in the art can understand the specific meaning of the above terms in this invention according to the specific circumstances.

[0094] Although embodiments of the present invention have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting the present invention. Those skilled in the art can make changes, modifications, substitutions and variations to the above embodiments within the scope of the present invention.

Claims

1. A safety protection method based on the overall deformation of a sill beam, characterized in that, Applied to door sill beam assemblies, the method includes: The sensor signals of sensors arranged on different levels of the sill beam are collected in real time, and the signals include at least deformation signal and / or deformation rate signal; the sill beam adopts a gradient stiffness layered structure, and the gradient stiffness layered structure includes at least a first-level energy absorption layer, a second-level energy absorption layer and a third-level energy absorption layer; The collected deformation amount signal and / or deformation rate signal are compared with a preset multi-level collision level threshold to determine the collision level to which the collision belongs. Based on the determined collision level, the corresponding graded passive safety control strategy is executed.

2. The safety protection method based on the overall deformation of the sill beam according to claim 1, characterized in that, The sill beam assembly includes: The sill beam body has a cross-section with multiple cavities; An energy-absorbing filler is filled in at least a portion of the cavities of the plurality of cavities; The mounting connector is used to install the sill beam body into the inner cavity of the vehicle sill.

3. The safety protection method based on the overall deformation of the sill beam according to claim 2, characterized in that, The plurality of cavities includes an upper cavity, a middle cavity, and a lower cavity, and the energy-absorbing filler is filled in at least the upper cavity and the lower cavity.

4. The safety protection method based on the overall deformation of the sill beam according to claim 2, characterized in that, The sill beam body is provided with an adhesive structure for connecting to the vehicle body surface by means of an adhesive.

5. The safety protection method based on the overall deformation of the sill beam according to claim 2, characterized in that, The mounting connector includes multiple brackets distributed along the length of the vehicle body. The brackets are used to fix the inner panel of the vehicle sill, and the sill beam body is detachably connected to the brackets.

6. The safety protection method based on the overall deformation of the sill beam according to claim 2, characterized in that, The threshold beam body is made of a lightweight material, which is a fiber-reinforced composite material. The fiber layup angle of the fiber-reinforced composite material is set in zones according to the load direction.

7. The safety protection method based on the overall deformation of the sill beam according to claim 1, characterized in that, The collision levels include at least a first-level collision, a second-level collision, and a third-level collision, wherein the first-level collision is lower than the second-level collision, and the second-level collision is lower than the third-level collision. The method further includes: In response to the vehicle speed being less than or equal to a first vehicle speed threshold, the deformation amount signal being less than or equal to a first deformation amount threshold, and the deformation rate signal being less than or equal to a first deformation rate threshold, the collision level is determined to be a first-level collision. In response to the vehicle speed being greater than the first vehicle speed threshold and less than or equal to the second vehicle speed threshold, the deformation amount signal being greater than the first deformation threshold and less than or equal to the second deformation threshold, and the deformation rate signal being greater than the first deformation rate threshold and less than or equal to the second deformation rate threshold, the collision level is determined to be a second-level collision. In response to the vehicle speed being greater than the second vehicle speed threshold, the deformation amount signal being greater than the second deformation amount threshold, and the deformation rate signal being greater than the second deformation rate threshold, the collision level is determined to be a third-level collision.

8. The safety protection method based on the overall deformation of the sill beam according to claim 7, characterized in that, The step of executing a corresponding graded passive safety control strategy based on the determined collision level includes: In response to a collision level of the first level, first-level safety measures are implemented, including activating the seatbelt light pretensioning function, prohibiting the airbag deployment, and prohibiting the disconnection of high-voltage power. In response to a collision level of Level 2, Level 2 safety measures are implemented, including activating full-travel pretensioning and force limiting functions of seat belts, triggering side airbags and head curtain airbags to deploy, triggering a low-voltage warning for the battery pack and accelerating the cooling fan, and prohibiting the disconnection of high-voltage power. In response to the collision level being the third level collision, third-level safety measures are implemented, including activating the seat belt bidirectional pretensioning and force limiting function, triggering the deployment of the side airbags, head curtain airbags and front driver and passenger airbags, cutting off the high-voltage circuit of the battery pack, and activating the battery pack fire alarm.

9. The safety protection method based on the overall deformation of the sill beam according to claim 1, characterized in that, The sensor is arranged along the length of the sill beam at a position including at least the middle section; The method further includes: In response to an abnormal sensor signal from the target sensor, the collision level is determined using the sensor signal from a sensor adjacent to the target sensor.

10. A vehicle, characterized in that, This includes the door sill beam assembly and the controller; The controller is configured to perform the safety protection method based on the overall deformation of the sill beam as described in any one of claims 1 to 9.

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