Threshold beam and vehicle

Abstract

The utility model provides a threshold beam and a vehicle. The doorsill beam comprises an outer wall and an inner space defined by the outer wall. The sill beam further comprises a fluid channel and a thermal insulation assembly. A fluid channel is disposed in the interior space. The internal space includes a first cavity disposed adjacent to the fluid channel. The heat insulation assembly is arranged in the first cavity and used for slowing down heat loss of the first cavity. The fluid channel is formed in the inner space of the threshold beam, and therefore when the threshold beam is assembled on the vehicle, fluid transportation of the vehicle can be achieved through the threshold beam. The heat insulation assembly is arranged in the first cavity adjacent to the fluid channel to slow down heat loss of the first cavity, and therefore the heat preservation performance of the first cavity is improved. Therefore, when the fluid in the fluid channel flows, heat loss is reduced, the heat loss rate of vehicle fluid transportation is reduced, and the energy utilization rate of the vehicle to the fluid is improved.

Description

Technical Field

[0001] This application relates to the field of vehicles, and more particularly to a door sill beam and a vehicle. Background Technology

[0002] With the development of the lithium battery industry, the design capabilities, production capabilities, and product quality control of battery cells have been greatly improved. Furthermore, the improved product consistency has resulted in an extremely low failure rate for battery packs, which has driven the realization of highly integrated solutions such as CTP (Cell to Pack), CTB (Cell to Body), and CTV (Cell to Vehicle).

[0003] Currently, front-to-rear fluid transfer in vehicles is achieved through independent piping. With the widespread adoption of integrated solutions such as CTP and CTC for battery packs, the vehicle floor has been replaced by a top cover for the battery pack. While this arrangement eliminates the original central channel space between the battery pack and the floor, significantly improving space utilization, it also eliminates the original space for the vehicle's piping. Therefore, the piping layout needs to be moved to the sides of the battery. This current piping arrangement leads to a series of problems, including installation difficulties, vibration and noise, friction and wear, and leakage. Furthermore, vehicles also experience heat loss as fluid flows through the piping. Utility Model Content

[0004] This application provides a door sill beam and a vehicle to address some or all of the shortcomings in the related art.

[0005] A first aspect of this application provides a door sill beam, including an outer wall and an internal space enclosed by the outer wall; the door sill beam further includes:

[0006] A fluid channel is disposed within the internal space; the internal space includes a first cavity disposed adjacent to the fluid channel; and

[0007] A heat insulation component is disposed in the first cavity to reduce heat loss from the first cavity.

[0008] Furthermore, the heat insulation component is configured as an airbag; the airbag is disposed at both ends of the first cavity in the extension direction of the sill beam.

[0009] Furthermore, the airbag includes an air cavity and an inflation port communicating with the air cavity; the inflation port is used to connect to an inflation device to adjust the gas volume in the air cavity.

[0010] Furthermore, the heat insulation component includes a first snap fastener; the wall surface of the first cavity includes a second snap fastener; the first snap fastener and the second snap fastener are detachably connected.

[0011] Furthermore, the threshold beam includes an inner wall disposed in the interior space; the inner wall is connected to the outer wall to divide the interior space into the first cavity and the fluid channel.

[0012] Furthermore, the flow cross-section of the fluid channel is set to be circular; the sill beam also includes a pipe joint; the pipe joint is threadedly connected to the wall surface forming the fluid channel.

[0013] Furthermore, the sill beam includes an end plate and a pipe joint disposed on the end plate; the end plate is disposed at the end of the fluid channel along the extension direction of the sill beam and is fixedly connected to the inner wall forming the fluid channel.

[0014] Furthermore, the number of the first cavities includes multiple cavities; the multiple first cavities are arranged around the fluid channel.

[0015] A second aspect of this application provides a vehicle including the sill beam described in the foregoing embodiments.

[0016] Furthermore, the vehicle also includes an air suspension pump; the heat insulation component is configured as an airbag; the airbag includes an air chamber and an inflation port communicating with the air chamber; the air suspension pump is connected to the inflation port to adjust the gas volume in the air chamber.

[0017] The technical solutions provided by the embodiments of this application may include the following beneficial effects:

[0018] As can be seen from the above embodiments, the sill beam of this application has a fluid channel inside its internal space. Therefore, when the sill beam is assembled into a vehicle, it can facilitate the fluid transport of the vehicle. A heat insulation component is disposed in the first cavity adjacent to the fluid channel to reduce heat loss from the first cavity, thereby improving its thermal insulation performance. In this way, heat loss is reduced during fluid flow in the fluid channel, which helps to reduce the heat loss rate of vehicle fluid transport and improve the vehicle's energy utilization efficiency of the fluid.

[0019] It should be understood that the above general description and the following detailed description are exemplary and explanatory only, and are not intended to limit this application. Attached Figure Description

[0020] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0021] Figure 1A partial schematic diagram of the end of one embodiment of the threshold beam of this application is shown;

[0022] Figure 2 Shown as Figure 1 The schematic diagram of the threshold beam shown is as follows: Figure 2 The insulation components have been removed;

[0023] Figure 3 A simplified cross-sectional schematic diagram of one embodiment of the threshold beam of this application is shown;

[0024] Figure 4 The diagram shows a simplified schematic of component connections for one embodiment of the vehicle described in this application.

[0025] Explanation of reference numerals in the attached figures:

[0026] 100 Threshold beam, 1 Outer wall, 2 Internal space, 21 First cavity, 22 Second cavity, 3 Fluid channel, 4 Thermal insulation component, 41 Airbag, 5 Inner wall, 6 Pipe joint, 7 End plate, 210 Air suspension pump, 220 Controller, 230 Sensor. Detailed Implementation

[0027] The technical solutions in the embodiments (or "implementations") of this application will be clearly and completely described herein with reference to the accompanying drawings. When the following description relates to the drawings, unless otherwise indicated, the same numbers in different drawings represent the same or similar elements.

[0028] If the embodiments of this application contain terms relating to directional indications or positional relationships (such as up, down, left, right, front, back, inside, outside, top, bottom, center, vertical, horizontal, longitudinal, transverse, length, width, counterclockwise, clockwise, axial, radial, circumferential, etc.), such terms are only used to explain the relative positional relationships and movements between components in a specific posture (as shown in the attached figures); if the specific posture changes, the directional indications or positional relationships will also change accordingly. Furthermore, the terms "first" and "second" used in the embodiments of this application are only for descriptive convenience and should not be construed as indicating or implying relative importance.

[0029] This application provides a vehicle, including a sill beam. The sill beam can be fixed to the vehicle body, thereby serving to connect the vehicle's inner panel, outer panel, and other structural elements. (Reference) Figures 1 to 4 The threshold beam 100 of this application includes an outer wall 1 and an internal space 2 enclosed by the outer wall 1. In other words, the threshold beam 100 is a hollow structure. The threshold beam 100 of this application further includes a fluid channel 3 and a heat insulation component 4. The fluid channel 3 is disposed in the internal space 2. The internal space 2 includes a first cavity 21 disposed adjacent to the fluid channel 3. The heat insulation component 4 is disposed in the first cavity 21 to mitigate heat loss from the first cavity 21.

[0030] Compared to existing vehicle solutions that use a fixing structure on the outer wall 1 of the sill beam 100 away from the internal space 2 to secure pipelines, the sill beam 100 of this application has a fluid channel 3 within its internal space 2. Therefore, when the sill beam 100 is assembled into the vehicle, it enables fluid transport within the vehicle. Thus, during vehicle assembly, technicians only need to connect the fluid communication structures at both ends of the sill beam 100, without needing to consider the connection and relative position of the pipelines to the sill beam 100, reducing the difficulty of pipeline layout.

[0031] Furthermore, the heat insulation component 4 is installed in the first cavity 21 adjacent to the fluid channel 3 to slow down heat loss from the first cavity 21, thereby improving the heat insulation performance of the first cavity 21. In this way, heat loss during fluid flow in the fluid channel 3 is reduced, which helps to reduce the heat loss rate of vehicle fluid transportation and improve the vehicle's energy utilization efficiency of the fluid.

[0032] The arrangement of the fluid channel 3 can be varied. For example, the fluid channel 3 can be a pipe arranged in the internal space 2. In other words, after the sill beam 100 is extruded, the assembler adds a pipe structure in the internal space 2 of the sill beam 100. Then the first cavity 21 is the space outside the flow path of the pipe. The heat insulation component 4 can be the heat insulation material wrapped around the pipe.

[0033] Alternatively, in an optional embodiment, the sill beam 100 includes an inner wall 5 disposed within the interior space 2. The inner wall 5 is connected to the outer wall 1 to divide the interior space 2 into a first cavity 21 and a fluid channel 3. The sill beam 100 is typically an extruded structural component with multiple internal cavities. These cavities serve to increase the strength and reduce the weight of the sill beam 100, and are rarely used for other functions. This embodiment essentially uses one of the existing cavities of the sill beam 100 as the fluid channel 3. Thus, the sill beam 100 does not require additional fluid piping structures; instead, it utilizes its existing structure for fluid transport. This arrangement not only improves the functional integration of the sill beam 100 but also reduces the vehicle's piping and piping fixing structures, which helps reduce noise generated by collisions between the piping and the sill beam 100. Furthermore, the high structural strength of the sill beam 100 effectively prevents fluid leakage.

[0034] In some embodiments, the flow cross-sectional shape of the fluid channel 3 is circular. The sill beam 100 also includes a pipe connector 6. The pipe connector 6 is threadedly connected to the wall forming the fluid channel 3. This arrangement enables quick connection of the pipe connector 6, improving assembly efficiency without requiring additional structures. A sealing ring or similar structure can be provided between the pipe connector 6 and the fluid channel 3 to improve the fluid sealing performance of the sill beam 100.

[0035] In such Figure 1 In the illustrated embodiment, the flow cross-sectional shape of the fluid channel 3 is non-circular. In this embodiment, the sill beam 100 includes an end plate 7. The end plate 7 is disposed at the end of the fluid channel 3 along the extending direction of the sill beam 100 and is fixedly connected to the wall forming the fluid channel 3, for example, by laser welding, ultrasonic welding, arc welding, etc. A pipe connector 6 is disposed on the end plate 7 to achieve fluid communication of the fluid channel 3. This arrangement does not limit the shape of the fluid channel 3 and can be applied to cavities with, for example, square or irregular cross-sections. Thus, the vehicle does not require new design or production for the sill beam 100. Assemblers can install the end plate 7 on the existing sill beam 100 to achieve fluid transport of the sill beam 100, which is beneficial to improving the modification rate of the already produced sill beam 100 and reducing production and design costs to a certain extent.

[0036] The inner wall 5 can be configured in various ways; for example, the internal space 2 can be divided into two parts: a fluid channel 3 and a first cavity 21. In an optional embodiment, there may be multiple first cavities 21. Multiple first cavities 21 are arranged around the fluid channel 3. Figure 3 As shown, the area surrounded by the red line represents the fluid channel 3, the area surrounded by the blue line represents the first cavity 21, and the area surrounded by the black line represents the second cavity 22. The first cavity 21 is the cavity adjacent to the fluid channel 3. The second cavity 22 is the cavity not adjacent to the fluid channel 3. Therefore, in the context of "adjacent" as referred to in this application... Figure 3 In the view shown, the upper, lower, left, and right cavities of the fluid channel 3, as well as the upper left, lower left, upper right, and lower right cavities of the fluid channel 3, should all be considered adjacent cavities, i.e., all are first cavities 21. Multiple first cavities 21 arranged around the fluid channel 3 can increase the placement of the heat insulation component 4, thereby increasing the number of first cavities 21 capable of heat preservation. This arrangement can further improve the energy utilization rate of the fluid in the fluid channel 3.

[0037] It should be understood that, in Figure 3 From the perspective shown, this application does not limit the number of second cavities 22 outside the first cavity 21. For example, the second cavity 22 may not be provided outside the first cavity 21, i.e. Figure 1The sill beam 100 shown is an embodiment. Alternatively, one or more second cavities 22 may be provided on the outer side of the first cavity 21. Furthermore, the sill beam 100 may have heat insulation components 4 provided in all the first cavities 21, or it may be as shown... Figure 1 The heat insulation component 4 is only provided in part of the first cavity 21 shown.

[0038] exist Figure 1 In the illustrated embodiment, when the sill beam 100 is assembled into the vehicle, the first cavity 21 of the fluid channel 3 facing the vehicle body is provided with a heat insulation component 4, while the first cavity 21 of the fluid channel 3 away from the vehicle body is not provided with a heat insulation component 4. When the vehicle collides, the first cavity 21 away from the vehicle body may undergo collision deformation. If the first cavity 21 is provided with a heat insulation component 4, then the heat insulation component 4 may be damaged. Figure 1 The placement of the heat insulation component 4 in the illustrated embodiment can provide protection for the heat insulation component 4 to a certain extent.

[0039] In embodiments where the fluid channel 3 has a first cavity 21 located on the side away from the vehicle body, the first cavity 21 also serves to protect the fluid channel 3. That is, when the sill beam 100 is impacted, the first cavity 21 can deform. When the impact force is small, the deformation of the first cavity 21 does not damage the fluid channel 3. Compared to embodiments where the fluid channel 3 is located outside the vehicle body, the first cavity 21 provides a certain degree of impact buffering and protection for the fluid channel 3.

[0040] The heat insulation component 4 can be configured in various ways. For example, the heat insulation material can be directly filled into the first cavity 21, thereby sealing off the gas flow within the first cavity 21 and mitigating heat loss. Furthermore, the heat insulation material can be partially placed in the first cavity 21 or can completely fill it. Figure 1 In the illustrated embodiment, the heat insulation component 4 is configured as an airbag 41. The airbag 41 is disposed at both ends of the first cavity 21 in the extending direction of the sill beam 100. The airbag 41 acts as a sealing element, used to seal both ends of the first cavity 21, thereby preventing airflow inside the first cavity 21. The reduced airflow rate further reduces the heat dissipation rate of the fluid channel 3. Thus, the airbag 41 can effectively achieve the heat preservation effect of the fluid inside the fluid channel 3. Since the airbag 41 is filled with gas, its overall weight is relatively light. Furthermore, since the airbag 41 is located at the ends and does not require complete filling of the first cavity 21, it avoids excessively increasing the vehicle's weight and the need for reinforcement of the sill beam 100's connection structure.

[0041] The airbag 41 can be a fixed-size airbag 41. Alternatively, in an optional embodiment, the airbag 41 includes an air chamber and an inflation port communicating with the air chamber. The inflation port is used to connect to an inflation device to adjust the gas volume within the air chamber. When the airbag 41 is needed to seal the first cavity 21, the inflation device inflates the air chamber through the inflation port. When the fluid channel 3 does not require the first cavity 21 for insulation, the air chamber deflates through the inflation port to the inflation device, thereby releasing the seal on the first cavity 21. This configuration allows the vehicle to achieve the function selection of insulation and heat dissipation of the first cavity 21 without removing the airbag 41, enabling the vehicle to adapt to different external environments or operational needs.

[0042] In some embodiments, the vehicle includes an air suspension pump 210. The air suspension pump 210, as a component of the suspension system, is used to dampen vibrations during vehicle operation by inflating and deflating air, in conjunction with other suspension components. In this embodiment, the air suspension pump 210 functions as an inflation device, capable of inflating and deflating the air chamber of the airbag 41. This allows the vehicle to flexibly utilize the functions of existing vehicle components to adjust the insulation capacity of the sill beam 100 without requiring an additional inflation device or removing the airbag 41 during vehicle maintenance for inflation and deflation adjustments.

[0043] Furthermore, the vehicle may also include a controller 220, which is electrically connected to the air suspension pump 210 to control the air suspension pump 210 to inflate and deflate the air chamber. Thus, vehicle maintenance personnel or occupants can control the inflation and deflation of the airbag 41 by sending inflation / deflation commands to the controller 220, for example, via a central control screen, buttons, or electronic device programs. The vehicle may also include a sensor 230 for detecting fluid temperature. The sensor 230 is electrically connected to the controller 220 and sends a fluid temperature signal within the fluid channel 3 to the sensor 230. When the fluid temperature is too high and requires heat dissipation, the controller 220 controls the air suspension pump 210 to deflate the airbag 41; when the fluid temperature is too low and requires heat preservation, the controller controls the air suspension pump 210 to inflate the airbag 41. In this way, the inflation and deflation of the airbag 41 can be intelligently adjusted according to the fluid temperature within the fluid channel 3.

[0044] The connection between the heat insulation component 4 and the first cavity 21 can be achieved, for example, by bonding or snap-fitting. In some embodiments, the heat insulation component 4 includes a first snap-fit. The wall surface of the first cavity 21 includes a second snap-fit. The first snap-fit ​​and the second snap-fit ​​are detachably connected. By providing the first and second snap-fits, the heat insulation component 4 and the first cavity 21 can be quickly connected and disassembled, which is beneficial to improving the assembly efficiency of the heat insulation component 4 and facilitating maintenance. At the same time, the snap-fit ​​connection makes it difficult for the heat insulation component 4 and the first cavity 21 to separate during vehicle operation, which is beneficial to improving the stability of the structure.

[0045] It should be noted that the technical solutions or features described in the above embodiments can be combined or supplemented with each other without conflict. The scope of protection of this application is not limited to the precise structures described in the above embodiments and shown in the accompanying drawings; all modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the scope of protection of this application.

Claims

1. A rocker rail characterized by, The door sill beam (100) comprises an outer wall (1) and an inner space (2) formed by the outer wall (1); the door sill beam (100) further comprises: a fluid channel (3) arranged in the inner space (2); the inner space (2) comprises a first cavity (21) arranged adjacent to the fluid channel (3); and a heat insulation assembly (4) arranged in the first cavity (21) for slowing down heat loss of the first cavity (21).

2. The rocker rail of claim 1, wherein, The heat insulation assembly (4) is arranged as an air bag (41); the air bag (41) is arranged at both ends of the first cavity (21) in the extension direction of the door sill beam (100).

3. The rocker rail of claim 2, wherein, The air bag (41) comprises an air cavity and an inflation port in communication with the air cavity; the inflation port is connected with an inflation device to adjust the volume of gas in the air cavity.

4. The rocker rail of any one of claims 1 to 3, characterized in that, The heat insulation assembly (4) comprises a first buckle; a wall surface of the first cavity (21) comprises a second buckle; the first buckle is detachably connected with the second buckle.

5. The rocker rail of claim 1, wherein, The door sill beam (100) comprises an inner wall (5) arranged in the inner space (2); the inner wall (5) is connected with the outer wall (1) to divide the inner space (2) into the first cavity (21) and the fluid channel (3).

6. The rocker rail of claim 5, wherein, A flow cross section of the fluid channel (3) is arranged as a circle; the door sill beam (100) further comprises a pipe joint (6); the pipe joint (6) is threadedly connected with a wall surface forming the fluid channel (3).

7. The rocker rail of claim 5, wherein, The door sill beam (100) comprises an end plate (7) and a pipe joint (6) arranged on the end plate (7); the end plate (7) is arranged at an end of the fluid channel (3) in the extension direction of the door sill beam (100) and is fixedly connected with a wall surface forming the fluid channel (3).

8. The rocker rail of claim 5, wherein, The number of the first cavities (21) comprises a plurality; a plurality of the first cavities (21) are arranged around the fluid channel (3).

9. A vehicle characterized by comprising: The vehicle further comprises an air suspension pump (210); the heat insulation assembly (4) is arranged as an air bag (41); the air bag (41) comprises an air cavity and an inflation port in communication with the air cavity; the air suspension pump (210) is connected with the inflation port to adjust the volume of gas in the air cavity.

10. The vehicle of claim 9, wherein, ​

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