Vehicle threshold stiffening beam and vehicle threshold assembly

Abstract

The utility model provides a vehicle threshold stiffening beam and a vehicle threshold assembly. The vehicle sill stiffening beam includes a first sidewall, a second sidewall opposite the first sidewall, a top wall extending between the first sidewall and the second sidewall, a bottom wall extending between the first sidewall and the second sidewall and opposite the top wall, and a stiffening wall disposed between the first sidewall and the second sidewall, the reinforcing wall extends between the top wall and the bottom wall and divides a cavity defined by the first side wall, the second side wall, the top wall and the bottom wall into a first cavity and a second cavity located on the inner side of the first cavity. According to the utility model, the section shape, the wall thickness distribution and the spatial arrangement of the vehicle doorsill stiffening beam in the vehicle doorsill assembly are optimized, so that the requirement on the side collision strength is met, and the efficient absorption of collision energy and the optimal configuration of material cost are realized at the same time; therefore, the crumple deformation of the vehicle doorsill stiffening beam can be guided in a controllable manner.

Description

Technical Field

[0001] This utility model relates to the field of vehicle technology, and more specifically, to a vehicle door sill reinforcement beam and a vehicle door sill assembly. Background Technology

[0002] With the development of automotive technology, vehicle safety performance standards are continuously improving, among which side impact protection, as a key passive safety technology, has received much attention. It is well known to those skilled in the art that the vehicle sill structure, as a critical load-bearing component on the side of the vehicle body, directly affects the efficiency of collision energy absorption and dispersion, playing a vital role in the overall vehicle safety performance. Therefore, modern vehicle body structures commonly employ vehicle sill reinforcement beams to enhance side impact protection capabilities.

[0003] However, existing vehicle door sill reinforcement beam designs have many drawbacks. For example, in terms of structural design, traditional multi-cavity structures result in complex molding processes, low yield rates, and high mold costs. Furthermore, they are prone to causing compression damage to the vehicle's battery pack during collisions, posing a risk of thermal runaway. In terms of material application, the use of expensive materials such as carbon fiber, while increasing strength, significantly increases costs, and excessive strength can actually weaken the protective effect on the battery pack. Regarding connection methods, existing plastic frames or structural adhesive fixing solutions are prone to structural instability during side / pole collisions, and their fatigue durability issues can affect the reliability of the connection with the vehicle body. In terms of collision performance, existing designs lack a controllable deformation guidance mechanism, making it difficult to achieve optimal energy absorption.

[0004] Therefore, there is a need to provide improved vehicle door sill reinforcement beams and vehicle door sill assemblies to at least partially address the shortcomings of the prior art. Utility Model Content

[0005] To solve the above-mentioned technical problems, according to one aspect of the present invention, a vehicle sill reinforcement beam is provided. The vehicle sill reinforcement beam includes a first sidewall, a second sidewall, a top wall, a bottom wall, and a reinforcing wall. The second sidewall is opposite to the first sidewall. The top wall extends between the first sidewall and the second sidewall. The bottom wall extends between the first sidewall and the second sidewall and is opposite to the top wall. The reinforcing wall is disposed between the first sidewall and the second sidewall and extends between the top wall and the bottom wall. The reinforcing wall divides the cavity formed by the first sidewall, the second sidewall, the top wall, and the bottom wall into a first cavity and a second cavity located inside the first cavity.

[0006] Optionally, the top wall includes a first cavity top wall and a second cavity top wall, and the bottom wall includes a first cavity bottom wall and a second cavity bottom wall, wherein the thickness of any one of the first cavity top wall, the first cavity bottom wall and the first side wall is less than the thickness of the smallest of the second cavity top wall, the second cavity bottom wall and the second side wall.

[0007] Optionally, the thickness of the first sidewall is greater than the thickness of either the top wall or the bottom wall of the first cavity.

[0008] Optionally, the thickness of the top wall of the first cavity is less than or equal to the thickness of the bottom wall of the first cavity.

[0009] Optionally, the first sidewall, the second sidewall, the top wall, the bottom wall, and the reinforcing wall are integrally formed by an extrusion molding process.

[0010] Optionally, the angle between the outer surface of the top wall and the bottom wall is greater than or equal to 0° and less than or equal to 10°.

[0011] Optionally, the thickness of the reinforcing wall is less than the thickness of the first sidewall, but greater than the thickness of either the top wall or the bottom wall of the first cavity.

[0012] In another aspect of this utility model, a vehicle door sill assembly is provided, the vehicle door sill assembly including a vehicle door sill body and the aforementioned vehicle door sill reinforcing beam, the vehicle door sill body forming an internal cavity, and the vehicle door sill reinforcing beam being fixedly connected to the internal cavity of the vehicle door sill body.

[0013] Optionally, the internal cavity includes a first region in which the vehicle sill reinforcement beam is disposed; and a second region disposed below the first region and located outside the battery pack of the vehicle to which the vehicle sill assembly is mounted.

[0014] Optionally, the vehicle sill assembly further includes a connector for securing the vehicle sill reinforcement beam to the internal cavity of the vehicle sill body.

[0015] According to the technical solution of this utility model, by synergistically optimizing the cross-sectional shape, wall thickness distribution, and spatial arrangement of the vehicle sill reinforcement beam, the complexity of the molding process is simplified and the production yield is improved. While meeting the side impact strength requirements, it achieves efficient absorption of impact energy and optimized material cost allocation, enabling the crumple deformation of the vehicle sill reinforcement beam to be guided in a controllable manner. Furthermore, the installation method of the vehicle sill reinforcement beam ensures a stable connection with the vehicle. Attached Figure Description

[0016] Non-limiting and non-exhaustive embodiments of the present invention are described by way of example with reference to the following figures, wherein:

[0017] Figure 1 This is a three-dimensional schematic diagram of a vehicle door sill reinforcement beam according to an embodiment of the present invention;

[0018] Figure 2 It shows the vehicle door sill body, connectors, and Figure 1 A schematic diagram of the end of the vehicle sill assembly of the vehicle sill reinforcement beam shown.

[0019] Figure 3 Shown in enlarged form Figure 1 A schematic diagram of the end of the vehicle sill reinforcement beam shown;

[0020] Figure 4 It shows Figure 2 The diagram shows the installation status of the vehicle door sill assembly on the vehicle.

[0021] Figure 5 yes Figure 2 The diagram shows a three-dimensional representation of the connector of the vehicle door sill assembly. Detailed Implementation

[0022] Embodiments of the present disclosure will now be described with reference to the accompanying drawings. However, it should be understood that these descriptions are exemplary only and are not intended to limit the scope of the disclosure. Furthermore, descriptions of well-known structures and technologies are omitted in the following description to avoid unnecessarily obscuring the concepts of the present disclosure.

[0023] The accompanying drawings illustrate various structural schematics according to embodiments of the present disclosure. These drawings are not to scale, and some details have been enlarged for clarity, and some details may have been omitted. The shapes of the various regions and layers shown in the drawings, as well as their relative sizes and positional relationships, are merely exemplary and may deviate from reality due to manufacturing tolerances or technical limitations. Furthermore, those skilled in the art can design regions / layers with different shapes, sizes, and relative positions as needed.

[0024] In the context of this disclosure, when a layer / element is referred to as being "on top of" another layer / element, the layer / element may be directly on top of the other layer / element, or there may be an intermediate layer / element between them. Additionally, if a layer / element is "on top of" another layer / element in one orientation, then when the orientation is reversed, the layer / element may be "below" the other layer / element. To make the technical problems, technical solutions, and beneficial effects to be solved by this application clearer, this application will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of this application and are not intended to limit this application.

[0025] 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 one or more of that feature. In the description of this application, "multiple" means two or more, unless otherwise expressly specified. "Several" means one or more, unless otherwise expressly specified.

[0026] In the description of this application, it should be noted that, unless otherwise expressly specified and limited, the terms "installation," "connection," and "joining" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; 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. Those skilled in the art can understand the specific meaning of the above terms in this application according to the specific circumstances.

[0027] According to a first aspect of the present invention, a vehicle door sill reinforcement beam 100 is provided. Figure 1 This is a three-dimensional schematic diagram of a vehicle door sill reinforcement beam 100 according to an embodiment of the present utility model. Figure 2 It shows the vehicle sill body 200, connector 300 and Figure 1 The diagram shows an end view of the vehicle sill assembly 10 of the vehicle sill reinforcement beam 100, wherein the vehicle sill reinforcement beam 100 is fixedly connected to the vehicle sill body 200 via a connector 300. Figure 3 Shown in enlarged form Figure 1 The diagram shows the end of the vehicle door sill reinforcement beam 100. Figure 4 It shows Figure 2 The diagram shows the installation status of the vehicle door sill assembly 10 on the vehicle. Figure 5 yes Figure 2The diagram shows a perspective view of the connector 300 of the vehicle door sill assembly 10. It should be noted that the term "fixed connection" as used herein refers to a fixed relative position, meaning that the relative position is fixed during installation. This can refer to either a non-removable fixed connection or a detachable fixed connection.

[0028] To facilitate understanding of this utility model, the directions mentioned herein are defined as follows: The vehicle length extension direction is defined as parallel to the X direction, wherein the direction from the front to the rear of the vehicle is the positive X direction, and the direction from the rear to the front of the vehicle is the negative X direction; the vehicle width extension direction is defined as parallel to the Y direction, wherein the direction from the driver's side to the passenger side of the vehicle is the positive Y direction, and the direction from the passenger side to the driver's side of the vehicle is the negative Y direction; the vehicle height extension direction is defined as parallel to the Z direction, wherein the direction from the bottom to the top of the vehicle is the positive Z direction, and the direction from the top to the bottom of the vehicle is the negative Z direction.

[0029] like Figures 1 to 4 As shown, the vehicle sill reinforcement beam 100 includes a first sidewall 101, a second sidewall 102, a top wall 103, a bottom wall 104, and a reinforcement wall 105. The second sidewall 102 is opposite to the first sidewall 101. The top wall 103 extends between the first sidewall 101 and the second sidewall 102. The bottom wall 104 extends between the first sidewall 101 and the second sidewall 102 and is opposite to the top wall 103. The reinforcement wall 105 is disposed between the first sidewall 101 and the second sidewall 102 and extends between the top wall 103 and the bottom wall 104. The walls together constitute a uniform cross-section elongated member with a predetermined geometry. The uniform cross-section structure ensures uniform mechanical properties along the X direction.

[0030] Optionally, the length of the vehicle sill reinforcement beam 100 in the X direction is greater than or equal to 2000 mm and less than or equal to 3000 mm. For example, the length of the vehicle sill reinforcement beam 100 in the X direction can be 2000 mm, 2100 mm, 2200 mm, 2300 mm, 2400 mm, 2500 mm, 2600 mm, 2700 mm, 2800 mm, 2900 mm, 3000 mm, or any value between the above. It should be understood that the design of the length of the vehicle sill reinforcement beam 100 in the X direction must match the vehicle body length, vehicle body frame structure, etc. Specifically, the design of this length needs to comprehensively consider the vehicle body length (i.e., the length of the vehicle from the front to the rear), the overall layout of the vehicle body frame, the continuity of the collision force transmission path, and the assembly tolerance requirements between various components, and ensure that while meeting the side collision protection performance requirements, it can also adapt to the manufacturing precision control during mass production. The designed vehicle sill reinforcement beam 10 of predetermined length can optimize the force transmission path during side collisions, enabling side collision energy to be effectively dispersed to the entire vehicle frame through the vehicle sill reinforcement beam.

[0031] In one embodiment, the reinforcing wall 105 divides the cavity surrounded by the first side wall 101, the second side wall 102, the top wall 103, and the bottom wall 104 into a first cavity 110 and a second cavity 120 located inside the first cavity 110. Among them, the first cavity 110 and the second cavity 120 are arranged adjacent to each other. The first cavity 110 is surrounded by the first side wall 101, the top wall 103, the bottom wall 104, and the reinforcing wall 105, while the second cavity 120 is surrounded by the second side wall 102, the top wall 103, the bottom wall 104, and the reinforcing wall 105. It should be noted that the "inside" mentioned here is interpreted as: when the vehicle is subjected to a side collision, the orientation of the vehicle side structure in the same direction as the side collision force direction, that is, the inside corresponds to the orientation of the collision contact surface opposite to the vehicle exterior environment.

[0032] In Figures 1 to 4 In the illustrated embodiment, the vehicle sill reinforcing beam 100 forms a double-closed cavity structure in the form of a "day" character in the cross-section perpendicular to the X direction. This structural feature is manifested as two independent closed cavities arranged side by side in the Y direction. Compared with the traditional multi-cavity design, this simplified double-cavity structure design has the following advantages: on the one hand, it significantly reduces the forming process complexity of the vehicle sill reinforcing beam 100 and improves the production yield rate; on the other hand, it reduces the mold development cost; on the further hand, it optimizes the collision energy transfer path and realizes the uniform dispersion and transfer of the side collision force.

[0033] As Figures 1 to 4 shown, the top wall 103 includes a first cavity top wall 1031 and a second cavity top wall 1032, the bottom wall 104 includes a first cavity bottom wall 1041 and a second cavity bottom wall 1042, and the thickness of any one of the first cavity top wall 1031, the first cavity bottom wall 1041, and the first side wall 101 is less than the thickness of the minimum of the second cavity top wall 1032, the second cavity bottom wall 1042, and the second side wall 102.

[0034] Specifically, in this embodiment, the top wall 103 has an outer surface 103A, a first inner surface 103B, and a second inner surface 103C arranged parallel to each other. The outer surface 103A and the first inner surface 103B constitute two opposing surfaces of the first cavity top wall 1031, and the thickness of the first cavity top wall 1031 refers to the distance d1 between the outer surface 103A and the first inner surface 103B. The outer surface 103A and the second inner surface 103C constitute two opposing surfaces of the second cavity top wall 1032, and the thickness of the second cavity top wall 1032 refers to the distance d6 between the outer surface 103A and the second inner surface 103C. Similarly, the bottom wall 104 has an outer surface 104A, a first inner surface 104B, and a second inner surface 104C arranged parallel to each other. The outer surface 104A and the inner surface 104B of the bottom wall constitute two opposing surfaces of the bottom wall 1041 of the first cavity. The thickness of the bottom wall 1041 refers to the distance d3 between the outer surface 104A and the inner surface 104B. The outer surface 104A and the inner surface 104C of the bottom wall constitute two opposing surfaces of the bottom wall 1042 of the second cavity. The thickness of the bottom wall 1042 refers to the distance d4 between the outer surface 104A and the inner surface 104C. The first sidewall 101 has a parallel, opposing outer surface 101A and an inner surface 101B. The thickness of the first sidewall 101 refers to the distance d2 between the outer surface 101A and the inner surface 101B. The second sidewall 102 has a second sidewall outer surface 102A and a second sidewall inner surface 102B that are parallel to each other and arranged opposite to each other. The thickness of the second sidewall 102 refers to the distance d5 between the second sidewall outer surface 102A and the second sidewall inner surface 102B.

[0035] By setting the dimensions of d1, d2, and d3 to be smaller than any of d4, d5, and d6, a differentiated design for the various wall thicknesses of the vehicle sill reinforcement beam 100 is achieved. This allows the first cavity 110, as the primary energy-absorbing area, to efficiently absorb and disperse collision energy during a side impact, and preferentially deform and collapse, thereby effectively guiding the vehicle sill reinforcement beam 100 to collapse along the positive Y direction. This design scheme achieves efficient collision energy absorption and optimized material cost allocation while ensuring that side impact strength requirements are met, thus significantly improving the overall safety performance of the vehicle while reducing the weight of the vehicle sill reinforcement beam.

[0036] It should be noted that in other embodiments not shown in this utility model, the outer surface 103A of the top wall may be configured not to be parallel to the inner surface 103B of the first top wall, the outer surface 101A of the first side wall may be configured not to be parallel to the inner surface 101B of the first side wall, and the outer surface 104A of the bottom wall may be configured not to be parallel to the inner surface 104B of the first bottom wall. In this embodiment, the thickness of the cavity wall refers to the shortest distance between the relatively disposed surfaces of the corresponding walls. For example, the thickness of the first side wall 101 refers to the shortest distance between the outer surface 101A of the first side wall and the inner surface 101B of the first side wall.

[0037] Optionally, the thickness of the first sidewall 101 is greater than the thickness of either the top wall 1031 or the bottom wall 1041 of the first cavity. This arrangement ensures that during a side impact, the top wall 1031 and the bottom wall 1041 of the first cavity will deform preferentially over the first sidewall 101, thereby guiding the vehicle sill reinforcement beam 100 to undergo controllable collapse along the positive Y direction, thus optimizing the absorption and dispersion path of collision energy.

[0038] like Figures 1 to 4 As shown, the vehicle sill body 200 has an internal cavity, which includes a first region 200A and a second region 200B. The vehicle sill reinforcing beam 100 is arranged in the first region 200A, and the second region 200B is arranged below the first region 200A.

[0039] Optionally, the thickness of the top wall 1031 of the first cavity is less than or equal to the thickness of the bottom wall 1041 of the first cavity, thereby guiding the collapse deformation of the vehicle sill reinforcement beam in a controllable manner.

[0040] In one embodiment, the thickness of the top wall 1031 of the first cavity is the same as the thickness of the bottom wall 1041 of the first cavity. This arrangement ensures that, in the event of a side collision, the top wall 1031 and the bottom wall 1041 of the first cavity have essentially the same compressive strength, thus enabling them to collaboratively withstand the impact load in the initial stage of the collision. When the top wall 1031 and the bottom wall 1041 of the first cavity undergo plastic deformation under sustained load, because the vehicle sill reinforcement beam 100 is located in the first region 200A and the upper space of the vehicle sill reinforcement beam 100 in the first region 200A is limited, the top wall 1031 and the bottom wall 1041 of the first cavity will be forced to undergo directional collapse deformation towards the second region 200B, thereby forming an optimized energy absorption path and effectively improving the vehicle's side collision safety performance.

[0041] In another embodiment, the thickness of the top wall 1031 of the first cavity is less than the thickness of the bottom wall 1041 of the first cavity. This structural design is intended to guide the vehicle sill reinforcement beam to collapse upwards during a side collision, thereby forming an optimized energy absorption path and effectively improving the vehicle's side collision safety performance.

[0042] Optionally, the thickness of the reinforcing wall 105 is greater than the thickness of either the top wall 1031 or the bottom wall 1041 of the first cavity, and less than the thickness of the first side wall 101. Specifically, as shown... Figures 1 to 3 As shown, the reinforcing wall 105 has a first reinforcing wall surface 105A and a second reinforcing wall surface 105B arranged parallel to each other and opposite to each other. The thickness of the reinforcing wall 105 refers to the distance d7 between the first reinforcing wall surface 105A and the second reinforcing wall surface 105B. In this embodiment, by setting the thickness of the reinforcing wall 105 to be greater than the thickness of either the first cavity top wall 1031 or the first cavity bottom wall 1041, the first cavity top wall 1031 and the first cavity bottom wall 1041 undergo plastic deformation preferentially over the reinforcing wall 105, thereby effectively guiding the vehicle sill reinforcing beam 100 to undergo directional collapse deformation along the Y direction. At the same time, by setting the thickness of the reinforcing wall 105 to be less than the thickness of the first side wall 101, it is ensured that the first side wall 101, as a component directly bearing the impact, has sufficient impact resistance, while maintaining the overall structural stability of the vehicle sill reinforcing beam 100.

[0043] Optionally, the thickness of the first sidewall 101 is greater than or equal to 3.0 mm and less than or equal to 7.0 mm, the thickness of the second sidewall 102 is greater than or equal to 5.0 mm and less than or equal to 10.0 mm, and the thicknesses of the first cavity top wall 1031, the second cavity top wall 1032, the first cavity bottom wall 1041, and the second cavity bottom wall 1042 are each greater than or equal to 3.0 mm and less than or equal to 7.0 mm. For example, in one embodiment, the thickness of the first sidewall 101 can be 5.5 mm, the thicknesses of the second sidewall 102, the second cavity top wall 1032, and the second cavity bottom wall 1042 can each be 7.0 mm, the thicknesses of the first cavity top wall 1031 and the first cavity bottom wall 1041 can be 4.0 mm, and the thickness of the reinforcing wall 105 can be 4.5 mm.

[0044] In one embodiment, the vehicle sill reinforcement beam 100 is made of aluminum profile. Optionally, the first side wall 101, the second side wall 102, the top wall 103, the bottom wall 104 and the reinforcement wall 105 are integrally formed by an extrusion molding process. The aluminum profile includes, but is not limited to, 6000 series aluminum alloys (such as 6061, 6063), 7000 series aluminum alloys (such as 7005, 7075), or a combination thereof. The vehicle sill reinforcement beam prepared by using aluminum alloy material in combination with the extrusion molding process realizes lightweight design while maintaining excellent structural stiffness, not only meets the weight reduction requirements of electric vehicles, but also significantly improves the collision energy absorption efficiency through optimized wall thickness. In addition, this preparation scheme has comprehensive advantages such as simple molding process, controllable manufacturing cost, and high product consistency, and is particularly suitable for large-scale industrial production requirements. In addition, the integrally formed structure not only improves the overall stiffness of the vehicle sill reinforcement beam, but also optimizes the manufacturing efficiency of the vehicle sill reinforcement beam. It should be understood that the connection manner between the first side wall, the second side wall, the top wall, the bottom wall and the reinforcement wall is not limited to the integrally formed process, and each wall can also be fixedly connected through mechanical connection methods such as welding, but it is necessary to ensure that the connection strength between each wall meets the predetermined conditions.

[0045] Optionally, the outer surface 104A of the bottom wall 104 is parallel to the XY plane, and the included angle between the outer surface 103A of the top wall 103 and the bottom wall 104 is greater than or equal to 0° and less than or equal to 10°. Set in this way, when the vehicle is subjected to a side collision, the outer surface 103A of the top wall can guide the vehicle sill reinforcement beam 100 to undergo progressive crushing deformation along the approximate Y direction, so as to form a more controllable energy absorption path. For example, the included angle between the outer surface 103A of the top wall and the bottom wall 104 can be 0°, 1°, 2°, 3°, 4°, 5°, 6°, 7°, 8°, 9°, 10°, or any value between the above values.

[0046] In another embodiment (not shown), the first cavity can also be divided into a first outer sub-cavity and a first inner sub-cavity located inside the first outer sub-cavity. Specifically, the vehicle sill reinforcement beam can further include a partition wall, which is arranged between the first side wall and the reinforcement wall and extends between the top wall 1031 and the bottom wall 1041 of the first cavity, so that the first cavity itself forms a "day" - shaped double - closed cavity structure in the cross - section perpendicular to the X direction. This structural feature is manifested as two independent closed sub - cavities arranged side by side along the Y direction. Set in this way, the collision energy transfer path can be further optimized to achieve uniform dispersion and transfer of side collision forces.

[0047] According to a second aspect of the present invention, a vehicle sill assembly 10 is also provided. The vehicle sill assembly 10 includes a vehicle sill body 200 and any of the aforementioned vehicle sill reinforcing beams 100, the vehicle sill reinforcing beam 100 being fixedly connected to the internal cavity of the vehicle sill body 200. Optionally, the vehicle sill assembly 10 further includes a connector 300 for fixing the vehicle sill reinforcing beam 100 to the internal cavity of the vehicle sill body 200. Specifically, in this embodiment, as... Figures 1 to 5 As shown, the vehicle sill body 200 includes an inner sill beam 201 and an outer sill beam 202, wherein the inner sill beam 201 and the outer sill beam 202 are fixedly connected to form a vehicle sill body 200 with an internal cavity, and a vehicle sill reinforcing beam 100 extends parallel to the inner sill beam 201 and the outer sill beam 202 in the X direction. Optionally, the inner sill beam 201 and the outer sill beam 202 are formed by hot-formed steel stamping, wherein the inner sill beam 201 and the outer sill beam 202 maintain a uniform cross-sectional feature along the X direction. The upper and lower regions of the inner sill beam 201 and the outer sill beam 202 are provided with flange structures, thereby effectively improving the local stiffness and connection strength of the vehicle sill body 200, enabling the vehicle sill assembly 10 to form a stable force transmission path under collision conditions.

[0048] like Figures 1 to 4 As shown, the vehicle also has a battery pack 20 disposed on the side of the vehicle sill assembly 10 along the positive Y direction. The second region 200B is located on the outside of the vehicle battery pack 20 to which the vehicle sill assembly 10 is installed. That is, the outer surface 104A of the bottom wall is arranged on the side of the battery pack 20 along the positive Z direction. The projection of the vehicle sill reinforcement beam 100 and the battery pack 20 in the XZ plane is spaced apart, so that when the vehicle sill reinforcement beam 100 undergoes collapse deformation along the positive Y direction but does not completely collapse deformation during a side collision, it will not compress the battery pack 20. The deformation space provided by the second region 200B can force the top wall 1031 and the bottom wall 1041 of the first cavity to undergo directional collapse deformation toward the second region 200B, which also prevents the vehicle sill reinforcement beam 100 from compressing the battery pack 20 when it undergoes collapse deformation. The threshold reinforcement beam 100 in this application eliminates the risk of battery pack compression while maintaining the same bending stiffness. This ensures battery pack collision safety and increases the battery pack's layout volume by optimizing space utilization, thereby improving battery capacity and vehicle range within the same vehicle body size. It should be noted that "outer side" here refers to the location of the vehicle's side structure opposite to the direction of the side impact force when the vehicle is subjected to a side collision.

[0049] like Figures 4 to 5As shown, the connector 300 includes a first connecting wall 301 and a second connecting wall 302, and has a generally L-shaped cross-section. Optionally, the connector 300 is integrally formed by stamping cold-rolled steel. The first connecting wall 301 is provided with a connector mounting hole 301A, which is connected to the beam mounting holes 100A provided at both ends of the vehicle sill reinforcement beam 100 by threaded fasteners, significantly improving connection stability compared to the plastic bracket and structural adhesive fixing methods of the prior art. In addition, the second connecting wall 302 can be selectively fixedly connected to the flange structure of the inner sill beam 201 and the outer sill beam 202 by means of threaded fastener connection, welding or slot connection, etc. It should be understood that the two ends of the vehicle sill reinforcement beam 100 in the X direction can be provided with a connection structure that matches the vehicle frame to achieve a fixed connection with the vehicle frame.

[0050] Optionally, the length of the connector 300 in the X direction is greater than or equal to 300 mm and less than or equal to 400 mm. For example, the length of the connector 300 can be 300 mm, 310 mm, 320 mm, 330 mm, 340 mm, 350 mm, 360 mm, 370 mm, 380 mm, 390 mm, 400 mm, or any value between the above.

[0051] Furthermore, it should be understood that when the included angle between the outer surface 103A of the top wall 103 and the bottom wall 104 is greater than 0°, the first connecting wall 301 and the bottom wall 104 of the connector 300 may have the same included angle.

[0052] Although the present invention has been described in conjunction with embodiments, those skilled in the art will understand that the above description and drawings are exemplary and not restrictive, and the present invention is not limited to the disclosed embodiments. Various modifications and variations are possible without departing from the spirit of the present invention.

Claims

1. A vehicle door sill reinforcement beam, characterized in that, The vehicle sill reinforcement beam includes: First sidewall; The second sidewall is opposite to the first sidewall; A top wall that extends between the first side wall and the second side wall; A bottom wall, extending between the first side wall and the second side wall and opposite the top wall; and A reinforcing wall is disposed between the first side wall and the second side wall, and extends between the top wall and the bottom wall. The reinforcing wall divides the cavity formed by the first side wall, the second side wall, the top wall and the bottom wall into a first cavity and a second cavity located inside the first cavity.

2. The vehicle sill reinforcement beam according to claim 1, characterized in that, The top wall includes a first cavity top wall and a second cavity top wall, and the bottom wall includes a first cavity bottom wall and a second cavity bottom wall. The thickness of any one of the first cavity top wall, the first cavity bottom wall and the first side wall is less than the thickness of the smallest of the second cavity top wall, the second cavity bottom wall and the second side wall.

3. The vehicle sill reinforcement beam according to claim 2, characterized in that, The thickness of the first sidewall is greater than the thickness of either the top wall or the bottom wall of the first cavity.

4. The vehicle sill reinforcement beam according to claim 3, characterized in that, The thickness of the top wall of the first cavity is less than or equal to the thickness of the bottom wall of the first cavity.

5. The vehicle sill reinforcement beam according to any one of claims 1 to 4, characterized in that, The first sidewall, the second sidewall, the top wall, the bottom wall, and the reinforcing wall are integrally formed by an extrusion molding process.

6. The vehicle sill reinforcement beam according to any one of claims 1 to 4, characterized in that, The angle between the outer surface of the top wall and the bottom wall is greater than or equal to 0° and less than or equal to 10°.

7. The vehicle sill reinforcement beam according to any one of claims 1 to 4, characterized in that, The thickness of the reinforcing wall is less than the thickness of the first side wall, but greater than the thickness of either the top wall or the bottom wall of the first cavity.

8. A vehicle door sill assembly, characterized in that, The vehicle sill assembly includes a vehicle sill body and a vehicle sill reinforcement beam according to any one of claims 1 to 7, the vehicle sill body having an internal cavity, and the vehicle sill reinforcement beam being fixedly connected to the internal cavity of the vehicle sill body.

9. The vehicle door sill assembly according to claim 8, characterized in that, The internal cavity includes a first region, and the vehicle sill reinforcement beam is arranged in the first region; The second region is arranged below the first region and is located on the outside of the vehicle's battery pack to which the vehicle sill assembly is mounted.

10. The vehicle door sill assembly according to claim 8 or 9, characterized in that, The vehicle sill assembly also includes a connector for fixing the vehicle sill reinforcement beam to the internal cavity of the vehicle sill body.

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