Threshold assembly for vehicle and vehicle

Abstract

A sill assembly for a vehicle includes a first beam and a second beam elongated in a first direction. The second beam is fixedly connected to an outer side of the first beam facing the exterior of the vehicle and includes a body defining a plurality of chambers and a support wall extending from the body. The body has first and second outer walls opposed to each other in a second direction perpendicular to the first direction, and a first partition wall extending within the body between the first and second outer walls to define a plurality of chambers. The first outer wall is closer to the horizontal ground than the second outer wall when the vehicle is on the horizontal ground. The support wall extends cantilevered toward the horizontal ground from an intersection of the first outer wall and the first partition wall, and is fixedly connected to the first beam at a cantilevered end of the support wall in a third direction perpendicular to both the first direction and the second direction. According to the threshold assembly, the collision safety performance of the threshold assembly can be improved. The utility model further provides a vehicle comprising the threshold assembly.

Description

Sill components for vehicles and vehicles Technical Field

[0001] This disclosure relates to the technical field of vehicle structures, and more specifically to sill assemblies for vehicles and vehicles including such sill assemblies. Background Technology

[0002] In vehicles, sill assemblies are load-bearing structures located on the sides of the vehicle body. Their primary functions are to support the body frame, separate the passenger compartment from the outside of the vehicle, and absorb collision energy and resist external load intrusion during a side collision, thus ensuring the safety of occupants. Vehicles such as electric vehicles also contain battery packs. Sill assemblies further protect the battery pack from compression during a side collision, preventing thermal runaway and fires.

[0003] Existing door sill assemblies typically consist of an inner beam and a reinforcing beam positioned further outside the vehicle. The reinforcing beam absorbs collision energy and resists external load intrusion. It is usually connected to the inner beam vertically (perpendicular to the ground) at its bottom surface (i.e., the side facing the ground). However, in a side collision, this connection can prematurely fail due to the tensile force along the vertical direction. This causes the reinforcing beam to fail to absorb collision energy as designed and can easily flip upwards (i.e., away from the ground). In this case, the reinforcing beam may fail and even intrude into the passenger compartment, threatening the safety of occupants and the battery pack.

[0004] Therefore, there is an urgent need to improve the existing door sill components in order to enhance their collision safety performance. Summary of the Invention

[0005] The purpose of this disclosure is to provide a door sill assembly for vehicles that overcomes at least one of the aforementioned technical problems.

[0006] According to one aspect of this disclosure, a door sill assembly for a vehicle is provided. The door sill assembly includes: a first beam extending along a first direction; and a second beam extending along the first direction, the second beam being fixedly connected to an outer side of the first beam facing the vehicle exterior, and including a body defining a plurality of chambers and a support wall extending from the body, the body having a first outer wall and a second outer wall opposite to each other in a second direction perpendicular to the first direction, and a first partition wall extending within the body between the first and second outer walls to define the plurality of chambers; wherein, when the vehicle is on a level surface, the first outer wall is closer to the level surface than the second outer wall, and the support wall extends cantileveredly from the intersection of the first outer wall and the first partition wall toward the level surface, and is fixedly connected to the first beam at the cantilevered end of the support wall in a third direction perpendicular to both the first and second directions.

[0007] In some embodiments, the body has a first length in the first direction, and the support wall includes one or more segments extending along a portion of the first length.

[0008] In some embodiments, when the vehicle is on the horizontal ground, the first direction and the third direction are parallel to the horizontal ground, and the second direction is perpendicular to the horizontal ground; and the support wall extends along the second direction.

[0009] In some embodiments, the support wall and the first outer wall are integrally formed structures, and the support wall is welded to the first beam at the cantilever end.

[0010] In some embodiments, the support wall includes a first portion integrally formed with the first outer wall and a second portion separately formed from the first portion, the second portion defining the cantilever end, the second portion being riveted or bolted to the first portion, and the second portion being welded to the first beam at the cantilever end.

[0011] In some embodiments, the body further has a third outer wall and a fourth outer wall opposite to each other in the third direction, and a second partition wall extending within the body between the third outer wall and the fourth outer wall; each of the third outer wall and the fourth outer wall extends between the first outer wall and the second outer wall to collectively define the outer contour of the body; and when viewed in a cross-section perpendicular to the first direction, the first partition wall and the second partition wall intersect to define four chambers in a quatrefoil pattern within the body.

[0012] In some embodiments, when viewed in a cross-section perpendicular to the first direction: the outer contour of the body has a contour thickness in the second direction, the contour thickness increasing from the outside of the vehicle toward the inside of the vehicle in the third direction; and / or the wall thickness of each of the first outer wall and the second outer wall increases from the outside of the vehicle toward the inside of the vehicle in the third direction; and / or the first partition wall extends obliquely from the intersection toward the inside of the vehicle.

[0013] In some embodiments, the third outer wall is closer to the outside of the vehicle than the fourth outer wall; the first outer wall includes a first segment extending between the third outer wall and the intersection, and a second segment extending between the intersection and the fourth outer wall; and a portion of the second segment of the first outer wall bends toward the interior of the body.

[0014] In some embodiments, the third outer wall is closer to the vehicle exterior than the fourth outer wall; the first beam includes a first wall segment and a second wall segment that is closer to the vehicle exterior than the first wall segment in the third direction, the first wall segment being opposite the fourth outer wall of the body in the third direction, and the second wall segment being above the body when the vehicle is on a level surface; and the sill assembly further includes a bracket, the bracket including a first bracket portion fixedly connected to the fourth outer wall of the body of the second beam, a second bracket portion fixedly connected to the second wall segment of the first beam, and an intermediate portion extending along the outer contour of the body of the second beam between the first bracket portion and the second bracket portion.

[0015] In some embodiments, the first beam further includes a third wall segment that is closer to the outside of the vehicle in the third direction than the first wall segment. When the vehicle is on a level surface, the third wall segment is located below the body, and the support wall is fixedly connected to the third wall segment of the first beam in the third direction at the cantilever end.

[0016] In some embodiments, the fourth outer wall is fixedly connected to the first wall segment by bolts.

[0017] According to another aspect of this disclosure, a vehicle is provided that includes the aforementioned sill assembly.

[0018] According to this disclosure, the collision safety performance of the door sill assembly can be improved.

[0019] These techniques can be used alone or in any suitable combination. The foregoing summary is provided illustratively and is not intended to be restrictive. Attached Figure Description

[0020] The above and other aspects of this disclosure will be understood and appreciated more thoroughly below with reference to the accompanying drawings. It should be noted that the drawings are schematic only and not drawn to scale. In different drawings, the same components are indicated by the same reference numerals. Furthermore, for the sake of brevity, not all parts, portions, or features of the sill assembly and vehicle according to this disclosure are shown or labeled in the drawings. It should be understood that the dimensions, scale relationships, and number of parts, portions, or features in the drawings are not intended to limit this disclosure. Furthermore, in the various views, only lines represent the walls of the individual beams of the sill assembly, without showing the thickness of these walls in detail; however, it should be understood that this does not constitute any limitation on this disclosure, and the thickness of these walls can be selected as needed. In the drawings:

[0021] Figure 1 is a perspective view schematically showing a vehicle according to some embodiments of the present disclosure, wherein the vehicle door is opened to reveal the outer beam of the sill assembly;

[0022] Figure 2 is a perspective view schematically showing a portion of the chassis of the vehicle of Figure 1, including the sill assembly, wherein the outer beam of the sill assembly has been removed to show the first beam, second beam and bracket of the sill assembly.

[0023] Figure 3 is a perspective view of one of the threshold components in Figure 2;

[0024] Figure 4 is another perspective view of the threshold component in Figure 3;

[0025] Figure 5 is an exploded view of the sill assembly of Figures 3 and 4, and shows the first beam, second beam and support of the sill assembly;

[0026] Figure 6 is a schematic cross-sectional view taken along line VI-VI of Figure 3;

[0027] Figure 7 is an enlarged view of region VII circled in the dashed circle in Figure 5, and shows the support; and

[0028] Figure 8 is another perspective view of the bracket in Figure 7. Detailed Implementation

[0029] Some embodiments of the present disclosure are described in detail below with reference to the accompanying drawings. In the following embodiments, a door sill assembly for a passenger car is used as an example to facilitate the description of a door sill assembly according to the present disclosure. It should be understood that such an example is not intended to limit the present disclosure. Rather, the door sill assembly according to the present disclosure, or variations thereof, is applicable to any other suitable type of vehicle. Furthermore, features in the various embodiments of the present disclosure can be combined with each other without conflict.

[0030] Figure 1 schematically illustrates a vehicle 1 according to some embodiments of the present disclosure, wherein the door 2 of the vehicle 1 is open to reveal the outer beam 4 of the sill assembly 3. Figure 2 schematically illustrates a portion of the chassis 5 of the vehicle 1 including the sill assembly 3, wherein the outer beam 4 of the sill assembly 3 is removed to reveal the first beam 10, the second beam 20, and the bracket 30 of the sill assembly 3. It should be understood that, in addition to the chassis 5, the vehicle 1 may include any other suitable parts that enable its functionality. These parts are not shown and described in detail in this disclosure to avoid unnecessarily obscuring the present disclosure. Figures 3 through 8 schematically illustrate specific configurations of the sill assembly 3.

[0031] For clarity and simplicity, the longitudinal direction X, lateral direction Y, and vertical direction Z of vehicle 1 are defined in Figures 1 through 6. The longitudinal direction X, lateral direction Y, and vertical direction Z are perpendicular to each other. The longitudinal direction X generally refers to the longitudinal or longitudinal direction of vehicle 1. The lateral direction Y generally refers to the lateral or width direction of vehicle 1. The longitudinal direction X and lateral direction Y together define the horizontal reference plane of vehicle 1. Alternatively, this horizontal reference plane may refer to a reference plane fixedly associated with the vehicle body, defined by the longitudinal and lateral axes of the vehicle when the vehicle is on a horizontal ground HG (e.g., see Figure 6). When the vehicle is on the horizontal ground HG, this horizontal reference plane is parallel to the horizontal ground HG and perpendicular to the direction of gravity. As used in this disclosure, the horizontal ground HG refers to a flat reference plane located below vehicle 1, parallel to the horizontal reference plane of vehicle 1, and perpendicular to the direction of gravity. The horizontal ground HG is schematically represented by a solid line in Figure 6. The vertical direction Z generally refers to the height direction of the vehicle. When the vehicle is on a level surface HG, the vertical direction Z is parallel to the direction of gravity and perpendicular to the level surface HG. As shown in the figure, the arrow indicating the longitudinal direction X points from the front to the rear of the vehicle 1, the arrow indicating the lateral direction Y points from the driver's side to the passenger's side, and the arrow indicating the vertical direction Z points in the opposite direction to the direction of gravity. It should be understood that this is merely illustrative and not intended to limit this disclosure. An exemplary configuration of the sill component 3 will now be described in detail with reference to the case where the vehicle 1 is on a level surface HG.

[0032] As shown in Figures 1 and 2, the sill assembly 3 is a load-bearing structure located on the side of the vehicle body 1. Its main functions are to support the vehicle frame, separate the passenger compartment from the outside of the vehicle, and absorb collision energy and resist external load intrusion when the vehicle 1 experiences a side collision (i.e., in the lateral direction Y), thereby ensuring the safety of the occupants. Furthermore, in the case of an electric vehicle 1, the sill assembly 3 also protects the battery pack 6 located in the chassis 5 from compression during a side collision, thus preventing thermal runaway and fire of the battery pack 6. Figure 2 shows two sill assemblies 3 located on both sides of the chassis 5 in the lateral direction Y. These two sill assemblies 3 can have a symmetrical structure about the longitudinal axis of the vehicle 1. Therefore, the configuration of one of the sill assemblies 3 will be described in detail below with reference to Figures 3 to 8, and the repeated description of the configuration of the other sill assembly 3 will be omitted.

[0033] The sill assembly 3 may include an outer beam 4 (FIG. 1), a first beam 10, and a second beam 20. The outer beam 4 is closer to the outside of the vehicle than the first beam 10 in the lateral direction Y. The outer beam 4 may also be referred to as the "outer sill beam" or "outer sill," and the first beam 10 may also be referred to as the "inner sill beam" or "inner sill." The outer beam 4 and the first beam 10 may be fixedly connected to define a space (not shown) therebetween. The second beam 20 is disposed in this space and is used to absorb collision energy and resist external load intrusion in the event of a lateral collision with the vehicle 1, thereby enhancing the collision safety performance of the sill assembly 3. The second beam 20 may also be referred to as a "reinforcing beam" or "buffer beam." It should be understood that the outer beam 4 is merely exemplary and may be replaced by other structures. In other words, the outer beam 4 is an optional structure, and the sill assembly 3 is not limited thereto.

[0034] As shown in Figures 2 to 6, the first beam 10 extends along a first direction 51. That is, the first beam 10 has a length in the first direction 51. In some embodiments, as shown, the first direction 51 may be parallel to the longitudinal direction X of the vehicle 1, and therefore the same arrow is used to indicate this in the figures. The configuration of the sill assembly 3 will be specifically described below with reference to an example in which the first direction 51 is parallel to the longitudinal direction X of the vehicle 1, but it should be understood that this disclosure is not limited thereto.

[0035] The second beam 20 also extends along the first direction 51. That is, the second beam 20 has length in the first direction 51, and the second beam 20 extends parallel to the first beam 10. As shown in Figures 2 to 4 and Figure 6, the second beam 20 is fixedly connected to the outer side of the first beam 10 facing the vehicle exterior. The second beam 20 can be closer to the vehicle exterior in the lateral direction Y than the first beam 10. As will be described in detail below, the second beam 20 can define multiple chambers, and adjacent chambers are separated by partition walls. With this configuration, when the vehicle 1 encounters a lateral collision, these chambers can collapse in a pre-designed pattern (or sequence) to absorb collision energy and resist the intrusion of external loads.

[0036] Experimental studies have revealed that if the connection between the second beam 20 and the first beam 10 involves adding a bracket to the bottom or side of the first beam 10 to form a vertical Z-direction connection (e.g., fixed by rivets, bolts, or welds extending along the vertical Z-direction), this connection will prematurely fail due to tensile forces along the vertical Z-direction when the vehicle 1 experiences a side collision, especially at high speeds (e.g., at speeds not less than 40 km / h). This can cause the second beam 20 to fail to absorb collision energy as designed and may easily roll upwards (i.e., away from the ground). In this case, the second beam 20 may fail or even intrude into the passenger compartment, threatening the safety of occupants and the battery pack. Experimental studies have also found that configuring the second beam 20 with a support wall, as described below, can solve the above problems.

[0037] As shown in Figures 3 to 6, the second beam 20 may include a body 21 defining multiple chambers (four chambers are shown in the figures: a first chamber 20a, a second chamber 20b, a third chamber 20c, and a fourth chamber 20d) and a support wall 22 extending from the body 21. The body 21 has a first outer wall 23 and a second outer wall 24 that are opposite each other in a second direction 52 perpendicular to the first direction 51. In some embodiments, as shown, the second direction 52 may be parallel to the vertical direction Z of the vehicle 1, and therefore the same arrow is used to indicate this in the figures. The configuration of the sill assembly 3 will be specifically described below with reference to an example in which the second direction 52 is parallel to the vertical direction Z of the vehicle 1, but it should be understood that this disclosure is not limited thereto.

[0038] Referring to Figures 3 through 6, the main body 21 also has a first partition wall 25 extending within the main body 21 between the first outer wall 23 and the second outer wall 24 to define a chamber. The first partition wall 25 may connect between the first outer wall 23 and the second outer wall 24. The first partition wall 25 may provide support and separation between the first outer wall 23 and the second outer wall 24.

[0039] As best shown in Figure 6, when the vehicle is on the horizontal ground HG, the first outer wall 23 of the main body 21 of the second beam 20 is closer to the horizontal ground HG than the second outer wall 24. That is, when the vehicle is on the horizontal ground HG, the first outer wall 23 is located below the second outer wall 24. The first outer wall 23 may also be referred to as the "bottom wall" or "lower wall," and the second outer wall 24 may also be referred to as the "top wall" or "upper wall." The support wall 22 extends cantileveredly from the intersection 23a of the first outer wall 23 and the first partition wall 25 toward the horizontal ground HG. As used in this disclosure, the cantilevered extension of the support wall 22 of the second beam 20 from the intersection 23a means that the support wall 22 extends only from the intersection 23a as a fixed end, and the rest of the support wall 22 is not connected to or supported by the other parts of the second beam 20 except for the fixed end, and the support wall 22 is in a state of suspended extension from the main body 21. Therefore, the intersecting portion 23a is the fixed end of the support wall 22, and the support wall 22 includes a cantilever end 22a opposite to (or opposite to) the fixed end. Further, the support wall 22 is fixedly connected to the first beam 10 at the cantilever end 22a in a third direction 53 perpendicular to both the first direction 51 and the second direction 52. That is, the support wall 22 is fixedly connected to the first beam 10 at the cantilever end 22a in the third direction 53. As previously described, in these embodiments, since the first direction 51 is parallel to the longitudinal direction X and the second direction 52 is parallel to the vertical direction Z, the third direction 53 is parallel to the lateral direction Y, and is indicated by the same arrow in the figures. That is, in these embodiments, when the vehicle is on the horizontal ground HG, the first direction 51 and the third direction 53 are parallel to the horizontal ground HG, and the second direction 52 is perpendicular to the horizontal ground HG.

[0040] The support wall 22 of the second beam 20 extends cantileveredly from the intersection 23a of the first outer wall 23 and the first partition wall 25, providing reliable support to the main body 21. Furthermore, the support wall 22 provides a fixed connection between the second beam 20 and the first beam 10 along the lateral direction Y (or substantially along the lateral direction Y). In the event of a side collision, especially at high speeds (e.g., not less than 40 km / h), this connection is subjected to pressure along the lateral direction Y, thereby suppressing or preventing premature failure of the fixed connection between the second beam 20 and the first beam 10. In other words, this connection enhances the strength of the connection between the first beam 10 and the second beam 20 and ensures that the second beam 20 collapses according to a pre-designed pattern to absorb collision energy and resist external load intrusion. Furthermore, since the support wall 22 extends cantileveredly from the intersection 23a, it can effectively suppress or even prevent the second beam 20 from flipping upwards when the vehicle 1 encounters a side collision, especially a high-speed collision, ensuring that the second beam 20 collapses according to a pre-designed pattern to absorb collision energy and resist external load intrusion. Therefore, this configuration improves the collision safety performance of the sill assembly 3, thereby reliably protecting the safety of occupants and the battery pack.

[0041] In some embodiments, as shown in FIG6, the support wall 22 may extend along the second direction 52. That is, when the vehicle is on the horizontal ground HG, the support wall 22 extends vertically downward from the intersection 23a. This configuration can provide reliable support before the vehicle 1 encounters a collision to maintain the shape and positioning of the second beam 20, thereby ensuring the structural reliability of the second beam 20.

[0042] In some embodiments, as shown in Figures 2 to 5, the support wall 22 of the second beam 20 may be provided only along a portion of the body 21. Specifically, the body 21 may have a first length (not shown) in a first direction 51, and the support wall 22 may include one or more segments extending along a portion of that first length. For example, as shown, the support wall 22 may include a plurality of segments 22b spaced apart from each other in the first direction 51 (four segments 22b in the figure, but the specific number and location are not limited to those shown). It should be understood that in other embodiments, the support wall 22 may include only a single segment 22b. This configuration can reduce the weight of the second beam 20 while ensuring support stability.

[0043] The support wall 22 can be fixedly connected to the first beam 10 at the cantilever end 22a in a third direction 53 by any suitable means such as welding, riveting, bolting, snap-fitting and / or adhesive bonding.

[0044] In some embodiments, as shown in Figures 2 to 6, the support wall 22 and the first outer wall 23 of the second beam 20 can be integrally formed. This configuration of the support wall 22 and the first outer wall 23 is particularly suitable when the second beam 20 and the first beam 10 are formed of materials suitable for welding together, thereby ensuring connection reliability and simplifying the connection process. The support wall 22 can be welded to the first beam 10 at the cantilever end 22a. For example, the support wall 22 and the first outer wall 23 can be formed by rolling or stamping hot-formed or cold-formed steel and welded together with the other walls of the second beam 20 (as will be specifically described below) to complete the structure of the second beam 20. The first beam 10 can also be formed by rolling or stamping hot-formed or cold-formed steel. It should be understood that the materials of the second beam 20 and the first beam 10 are not limited thereto.

[0045] In other embodiments, although not shown, it is conceivable that the support wall 22 includes a first portion integrally formed with the first outer wall 23, and a second portion separately formed from the first portion, defining a cantilever end 22a. The second portion is riveted or bolted to the first portion and welded to the first beam 10 at the cantilever end 22a. This configuration of the support wall 22 and the first outer wall 23 is particularly suitable when the second beam 20 and the first beam 10 are formed of materials not suitable for welding together, thereby ensuring reliable connection. For example, the first portion of the support wall 22 and the first outer wall 23 may be formed with the other walls of the second beam 20 by extruding aluminum alloy material (e.g., 6-series or 7-series aluminum alloy), and the second portion of the support wall 22 may be formed by rolling or stamping steel. The second portion is riveted or bolted to the first portion to complete the structure of the second beam 20. The first beam 10 may be formed by rolling or stamping hot-formed or cold-formed steel. The second portion is welded to the first beam 10 at the cantilever end 22a. When the first beam 10 is made of steel and the main body 21 of the second beam 20 is made of aluminum alloy, a "steel-clad aluminum" structure can be formed to balance economy and collision safety. It should be understood that the materials of the second beam 20 and the first beam 10 are not limited to these.

[0046] The main body 21 of the second beam 20 can have any suitable shape, and the multiple chambers can be arranged in any suitable pattern.

[0047] In some embodiments, as shown in Figures 2 to 6, the main body 21 of the second beam 20 can be a quadrilateral structure. Specifically, in addition to the first outer wall 23 and the second outer wall 24, the main body 21 also has a third outer wall 26 and a fourth outer wall 27 opposite to each other in a third direction 53. The third outer wall 26 is closer to the outside of the vehicle than the fourth outer wall 27. That is, when the vehicle is on a level ground HG, the third outer wall 26 is located outside the fourth outer wall 27. The third outer wall 26 may also be referred to as the "front wall," and the fourth outer wall 27 may also be referred to as the "rear wall." Each of the third outer wall 26 and the fourth outer wall 27 extends between the first outer wall 23 and the second outer wall 24 to collectively define the outer contour of the main body 21. That is, the first outer wall 23, the second outer wall 24, the third outer wall 26, and the fourth outer wall 27 together enclose the outer contour of the main body 21. In addition, the main body 21 also has a second partition wall 28 extending within the main body 21 between the third outer wall 26 and the fourth outer wall 27. As shown in Figure 6, viewed in a cross-section perpendicular to the first direction 51, the first partition wall 25 and the second partition wall 28 intersect to define four chambers in a quatrefoil pattern within the main body 21, namely, the first chamber 20a, the second chamber 20b, the third chamber 20c, and the fourth chamber 20d. As shown in Figure 6, in the main body 21 of the second beam 20, the first chamber 20a is located in the upper right, and starting from the first chamber 20a, the second chamber 20b, the third chamber 20c, and the fourth chamber 20d are arranged clockwise. These chambers are separated by the intersecting first partition wall 25 and the second partition wall 28. Each chamber can have a generally rectangular cross-section. The quatrefoil pattern arrangement of the chambers balances economy and collision safety. When vehicle 1 encounters a side collision, the second beam 20 collapses in a pre-designed pattern, that is, the first chamber 20a and the second chamber 20b collapse first, followed by the third chamber 20c and the fourth chamber 20d, to absorb the collision energy and resist the intrusion of external loads.

[0048] In some embodiments, as shown in FIG6, the first partition wall 25 and the second partition wall 28 may each have a flat shape. As used herein, "flat shape" means a completely flat or substantially flat shape. Partition walls with flat shapes can provide reliable support to maintain the shape of the body 21 of the second beam 20 before the vehicle 1 is involved in a collision, thereby ensuring the structural reliability of the second beam 20. In other embodiments, each partition wall may have any other suitable shape, such as a curved shape. It should be understood that this disclosure is not limited thereto.

[0049] In some embodiments, as shown in FIG6, when viewed in a cross-section perpendicular to the first direction 51, the first partition wall 25 of the main body 21 of the second beam 20 can extend obliquely toward the vehicle interior from the intersection portion 23a. That is, when the vehicle is on the horizontal ground HG, the first partition wall 25 can extend obliquely upward (i.e., away from the horizontal ground HG) and inward (i.e., toward the vehicle interior) from the intersection portion 23a. This configuration can effectively suppress or even prevent the main body 21 from overturning when the vehicle 1 encounters a side collision. Specifically, due to the inward obliqueness of the first partition wall 25, the deformable area of ​​the upper surface of the first chamber 20a (see the third segment 241 of the second outer wall 24 in FIG6) becomes longer, while the deformable area of ​​the lower surface of the second chamber 20b (see the first segment 231 of the first outer wall 23 in FIG6) becomes shorter. When vehicle 1 encounters a side collision, the upper surface of the first chamber 20a will deform more, and the first chamber 20a will roll upward. However, since the bottom of the main body 21 is held in place by the support wall 22, the main body 21 will be stabilized, thereby preventing the main body 21 from overturning.

[0050] In some embodiments, as shown in FIG6, the outer contour of the main body 21 of the second beam 20 may have a contour thickness (not shown) in the second direction 52. Viewed in a cross-section perpendicular to the first direction 51, the contour thickness of the main body 21 may increase from the outside of the vehicle toward the inside of the vehicle in the third direction 53. That is, the main body 21 has a tapering outer contour from the inside of the vehicle to the outside, and a tapering outer contour from the outside of the vehicle to the inside. This configuration further ensures that the second beam 20 collapses according to the aforementioned pre-designed pattern when the vehicle 1 encounters a side collision.

[0051] In some such embodiments, although not shown, it is conceivable that the outer contour of the body 21 may be trapezoidal (or, in other words, tower-shaped). The width of this trapezoid (i.e., the contour thickness of the body 21) increases from the outside of the vehicle toward the inside of the vehicle along the third direction 53. For example, the outer contour of the body 21 may be substantially isosceles trapezoidal, and the axis of symmetry of the outer contour of the trapezoid extends along the third direction 53. This configuration further ensures that the second beam 20 collapses in accordance with the aforementioned pre-designed pattern in the event of a side collision involving the vehicle 1.

[0052] In some embodiments, the wall thickness of each of the first outer wall 23 and the second outer wall 24 may increase from the outside of the vehicle toward the inside of the vehicle in a third direction 53. That is, the wall thickness of each outer wall increases from the outside of the vehicle to the inside of the vehicle, and decreases from the inside of the vehicle to the outside of the vehicle. This configuration can further ensure that the second beam 20 collapses in the aforementioned pre-designed pattern when the vehicle 1 encounters a side collision. For example, as shown in FIG6, the first outer wall 23 includes a first segment 231 defining a second chamber 20b and a second segment 232 defining a third chamber 20c. The first segment 231 extends between the third outer wall 26 and the intersection 23a, and the second segment 232 extends between the intersection 23a and the fourth outer wall 27. The wall thickness of the first segment 231 (e.g., 1.5 mm) may be less than the wall thickness of the second segment 232 (e.g., 1.8 mm). The second outer wall 24 includes a third segment 241 defining the first chamber 20a and a fourth segment 242 defining the fourth chamber 20d. The third segment 241 extends between the third outer wall 26 and the first partition wall 25, and the fourth segment 242 extends between the first partition wall 25 and the fourth outer wall 27. The wall thickness of the third segment 241 (e.g., 1.5 mm) may be less than the wall thickness of the fourth segment 242 (e.g., 1.8 mm).

[0053] In some embodiments, the wall thickness of the second partition wall 28 may increase from the outside of the vehicle toward the inside of the vehicle in a third direction 53. That is, the wall thickness of the second partition wall 28 increases from the outside of the vehicle to the inside of the vehicle, and decreases from the inside of the vehicle to the outside of the vehicle. This configuration can further ensure that the second beam 20 collapses in the aforementioned pre-designed pattern when the vehicle 1 experiences a side collision. For example, the second partition wall 28 may include a first segment separating the first chamber 20a and the second chamber 20b, and a second segment separating the third chamber 20c and the fourth chamber 20d. The first segment extends between the third outer wall 26 and the first partition wall 25, and the second segment extends between the first partition wall 25 and the fourth outer wall 27. The wall thickness of the first segment (e.g., 1.5 mm) may be less than the wall thickness of the second segment (e.g., 1.8 mm).

[0054] In some embodiments, a portion of the second segment 232 of the first outer wall 23 may be curved to form a guide bend. This configuration further ensures that the second beam 20 collapses in the aforementioned pre-designed pattern when the vehicle 1 encounters a side impact. For example, as shown in FIG6, a portion 232a of the second segment 232 of the first outer wall 23 may be bent toward the interior of the body 21. This curved shape can be easily and economically formed by embossing or stamping.

[0055] As shown in Figures 2 to 6, the first beam 10 may include a first wall segment 11, a second wall segment 12, and a third wall segment 13. The second wall segment 12 and the third wall segment 13 are both closer to the outside of the vehicle than the first wall segment 11. When the vehicle is on the horizontal ground HG, the second wall segment 12 is located above the main body 21 of the second beam 20, and the third wall segment 13 is located below the main body 21 of the second beam 20. Specifically, the second wall segment 12 extends from the first wall segment 11 toward the outside of the vehicle (i.e., outwards) and away from the horizontal ground HG (i.e., upwards), and may also be referred to as an "upward-curved edge." The third wall segment 13 extends from the first wall segment 11 toward the outside of the vehicle (i.e., outwards) and toward the horizontal ground HG (i.e., downwards), and may also be referred to as a "downward-curved edge." The first wall segment 11, the second wall segment 12, and the third wall segment 13 of the first beam 10 can enclose a groove 15. The opening of the groove 15 opens toward the outside of the vehicle in the lateral direction Y. The first wall segment 11 forms the bottom of the groove 15, and the second wall segment 12 and the third wall segment 13 form two opposing sidewalls of the groove 15. A second beam 20 may be disposed in the groove 15 and extend partially outward from the groove 15 in the lateral direction Y. It is conceivable that the outer beam 4 may enclose another groove that matches the groove 15, and these two grooves may together form the sill assembly 3 for accommodating the internal space of the second beam 20.

[0056] In some embodiments, as shown in Figures 2 to 8, the sill assembly 3 may include brackets 30 (two in the figures, but the number and placement are not limited to those shown). The brackets 30 are used to provide support to the second beam 20 before the vehicle 1 encounters a side impact to ensure that the second beam 20 is in a pre-designed position, and to effectively suppress or even prevent the second beam 20 from flipping upwards when the vehicle 1 encounters a side impact, so as to ensure that the second beam 20 collapses in the aforementioned pre-designed pattern.

[0057] Specifically, as shown in Figures 6 to 8, each bracket 30 may include a first bracket portion 31 fixedly connected to the fourth outer wall 27 of the main body 21 of the second beam 20, a second bracket portion 32 fixedly connected to the second wall segment 12 of the first beam 10, and an intermediate portion 33 extending along the outer contour of the main body 21 of the second beam 20 between the first bracket portion 31 and the second bracket portion 32. That is, the intermediate portion 33 extends in accordance with the outer contour of the main body 21 of the second beam 20. With this configuration, the bracket 30 can reliably support the second beam 20 before the vehicle 1 encounters a side collision, ensuring that the second beam 20 is in the pre-designed position, and can support the main body 21 of the second beam 20 from the rear and above when the vehicle 1 encounters a side collision, thereby effectively suppressing or even preventing the second beam 20 from flipping upward, ensuring that the second beam 20 collapses according to the aforementioned pre-designed pattern.

[0058] The bracket 30 can be fixedly connected to the first beam 10 and the second beam 20 by any suitable means such as welding, riveting, bolting, snap-fitting and / or adhesive bonding.

[0059] As described above, the support wall 22 is fixedly connected to the first beam 10 in the third direction 53 at the cantilever end 22a. More specifically, as shown in FIG6, the support wall 22 can be fixedly connected to the third wall segment 13 of the first beam 10 in the third direction 53 at the cantilever end 22a. This fixed connection can be achieved in the manner described above.

[0060] Optionally or additionally, the fourth outer wall 27 of the body 21 of the second beam 20 can be fixedly connected to the first wall segment 11 of the first beam 10. The fixed connection between the body 21 of the second beam 20 and the first wall segment 11 can be achieved by any suitable method such as welding, riveting, bolting, snap-fitting, and / or adhesive bonding. Preferably, the fourth outer wall 27 and the first wall segment 11 can be fixedly connected by bolts. This connection method ensures connection strength while simplifying manufacturing and assembly processes.

[0061] Although the foregoing description states that the first direction 51 is parallel to the longitudinal direction X, the second direction 52 is parallel to the vertical direction Z, and the third direction 53 is parallel to the lateral direction Y, it should be understood that this disclosure is not limited thereto, and in other embodiments, the first direction 51 can be any suitable direction parallel to the horizontal ground HG when the vehicle 1 is on the horizontal ground HG, or any suitable direction inclined relative to the horizontal ground HG. The orientation of the first beam 10 and the second beam 20 can be changed accordingly, and the second direction 52 and the third direction 53 can also be changed accordingly. In this case, the support wall 22 is still able to provide a partially fixed connection along the lateral direction Y between the second beam 20 and the first beam 10, thereby providing the aforementioned benefits.

[0062] Although the configuration of the threshold assembly 3 has been specifically described above in conjunction with the example of the lattice-patterned arrangement of the chambers of the second beam 20, it should be understood that the pattern and number of the chambers of the second beam 20 are not limited thereto, and in other embodiments, the number of chambers of the second beam 20 may be two, three, or more than four, and may be arranged in any suitable pattern. In these embodiments, the support wall 22 of the second beam 20 may still extend cantileveredly from the intersection 23a of the first outer wall 23 of the body 21 of the second beam 20 and the first partition wall 25 to provide the aforementioned benefits.

[0063] When referring to a first component, part, or feature as “connected to” a second component, part, or feature, it should be interpreted as meaning that the first component, part, or feature can not only be “directly connected to” the second component, part, or feature, but a third component, part, or feature can also be “inserted” between the first component, part, or feature and the second component, part, or feature, or the first component, part, or feature and the second component, part, or feature can be “connected” to each other via a fourth component, part, or feature.

[0064] Furthermore, when referring to any external dimensions, relative dimensions, orientation, etc., it should be assumed that the numerical or corresponding information of a component, part, or feature (e.g., level, range, etc.) includes tolerances or error ranges that may be caused by various factors (e.g., process factors, internal or external influences, etc.), even if no relevant description is explicitly given.

[0065] In this disclosure, the terms "first," "second," etc., are used only to distinguish one component, part, or feature from another component, part, or feature, but these components, parts, or features should not be limited by such terms. Furthermore, in this disclosure, when the terms "first" and "second" are used in conjunction with direction, directions modified by different terms may refer to the same direction unless otherwise expressly stated.

[0066] The present disclosure has been described in detail above with reference to specific embodiments. Obviously, the above description and the embodiments shown in the accompanying drawings should be understood as exemplary and not as limiting the present disclosure. Those skilled in the art can make various modifications or alterations to it without departing from the spirit of the present disclosure, and such modifications or alterations do not depart from the scope of the present disclosure.

Claims

1. A door sill assembly (3) for a vehicle (1), characterized in that, The sill assembly (3) includes: a first beam (10) extending along a first direction (51); and a second beam (20) extending along the first direction (51), the second beam (20) being fixedly connected to the outer side of the first beam (10) facing the vehicle exterior, and including a body (21) defining a plurality of chambers and a support wall (22) extending from the body (21), the body (21) having a first outer wall (23) and a second outer wall (24) opposing each other in a second direction perpendicular to the first direction (51), and within the body (21) the first outer wall (23) and the second outer wall (24) The first partition wall (25) extends between the plurality of chambers to define the plurality of chambers; wherein, when the vehicle (1) is on a horizontal ground (HG), the first outer wall (23) is closer to the horizontal ground (HG) than the second outer wall (24), and the support wall (22) extends cantileveredly from the intersection (23a) of the first outer wall (23) with the first partition wall (25) toward the horizontal ground (HG), and is fixedly connected to the first beam (10) at the cantilever end (22a) of the support wall (22) in a third direction (53) perpendicular to both the first direction (51) and the second direction.

2. The threshold component (3) according to claim 1, characterized in that, The main body (21) has a first length in the first direction (51), and the support wall (22) includes one or more segments (22b) extending along a portion of the first length.

3. The threshold component (3) according to claim 1, characterized in that: When the vehicle (1) is on the horizontal ground (HG), the first direction (51) and the third direction (53) are parallel to the horizontal ground (HG), and the second direction is perpendicular to the horizontal ground (HG); and the support wall (22) extends along the second direction.

4. The threshold component (3) according to claim 1, characterized in that: The support wall (22) and the first outer wall (23) are integrally formed structures, and the support wall (22) is welded to the first beam (10) at the cantilever end (22a); or the support wall (22) includes a first part integrally formed with the first outer wall (23) and a second part formed separately from the first part, the second part defining the cantilever end (22a), the second part being riveted or bolted to the first part, and the second part being welded to the first beam (10) at the cantilever end (22a).

5. The threshold component (3) according to any one of claims 1 to 4, characterized in that: The body (21) also has a third outer wall (26) and a fourth outer wall (27) opposite each other in the third direction (53), and a second partition wall (28) extending within the body (21) between the third outer wall (26) and the fourth outer wall (27); each of the third outer wall (26) and the fourth outer wall (27) extends between the first outer wall (23) and the second outer wall (24) to jointly define the outer contour of the body (21); and when viewed in a cross section perpendicular to the first direction (51), the first partition wall (25) and the second partition wall (28) intersect to define four chambers in a quatrefoil pattern within the body (21).

6. The threshold component (3) according to claim 5, characterized in that, Viewed in a cross section perpendicular to the first direction (51): the outer contour of the body (21) has a contour thickness in the second direction, the contour thickness increasing from the outside of the vehicle toward the inside of the vehicle (1) in the third direction (53); and / or the wall thickness of each of the first outer wall (23) and the second outer wall (24) increases from the outside of the vehicle toward the inside of the vehicle (1) in the third direction (53); and / or the first partition wall (25) extends obliquely from the intersection (23a) toward the inside of the vehicle.

7. The threshold component (3) according to claim 5, characterized in that: The third outer wall (26) is closer to the outside of the vehicle than the fourth outer wall (27); the first outer wall (23) includes a first segment (231) extending between the third outer wall (26) and the intersection (23a), and a second segment (232) extending between the intersection (23a) and the fourth outer wall (27); and a portion (232a) of the second segment (232) of the first outer wall (23) bends toward the interior of the body (21).

8. The threshold component (3) according to claim 5, characterized in that: The third outer wall (26) is closer to the outside of the vehicle than the fourth outer wall (27); the first beam (10) includes a first wall segment (11) and a second wall segment (12) in the third direction (53) that is closer to the outside of the vehicle than the first wall segment (11), the first wall segment (11) being opposite to the fourth outer wall (27) of the body (21) in the third direction (53), and the second wall segment (12) being above the body (21) when the vehicle (1) is on a level ground (HG); The threshold assembly (3) also includes a bracket (30) comprising a first bracket portion (31) fixedly connected to the fourth outer wall (27) of the body (21) of the second beam (20), a second bracket portion (32) fixedly connected to the second wall segment (12) of the first beam (10), and an intermediate portion (33) extending along the outer contour of the body (21) of the second beam (20) between the first bracket portion (31) and the second bracket portion (32).

9. The threshold component (3) according to claim 8, characterized in that: The first beam (10) also includes a third wall segment (13) on the third direction (53) that is closer to the outside of the vehicle than the first wall segment (11). When the vehicle (1) is on a level ground (HG), the third wall segment (13) is located below the body (21). The support wall (22) is fixedly connected to the third wall segment (13) of the first beam (10) on the third direction (53) at the cantilever end (22a); and / or the fourth outer wall (27) is fixedly connected to the first wall segment (11) by bolts.

10. A vehicle (1), characterized in that, The vehicle (1) includes a sill assembly (3) according to any one of claims 1 to 9.

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