Threshold assembly for vehicle and vehicle

Abstract

The present disclosure provides a sill assembly for a vehicle, including: a first beam elongated in a first direction; the second beam extends in the first direction, is fixedly connected to the outer side, facing the vehicle exterior, of the first beam and defines a plurality of cavities which are sequentially stacked and arranged in the second direction perpendicular to the first direction and pointing from the vehicle interior to the vehicle exterior, and the second beam comprises partition walls for separating every two adjacent cavities. Each partition wall comprises a first end and a second end which are opposite when viewed in a cross section perpendicular to the first direction, and each partition wall is obliquely oriented relative to the horizontal ground when the vehicle is on the horizontal ground such that the first end is closer to the horizontal ground and closer to the interior of the vehicle than the second end. According to the door sill assembly, the second beam can be effectively restrained and even prevented from overturning upwards when the vehicle encounters lateral collision, and therefore the collision safety performance of the door sill assembly is improved. The utility model further provides a vehicle comprising the threshold assembly.

Description

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 attached to the inner beam on the side facing outwards from the vehicle. The reinforcing beam absorbs collision energy and resists intrusion of external loads. However, in the event of a side impact, the reinforcing beam is prone to flipping upwards (i.e., away from the ground). In this situation, the reinforcing beam can fail or even intrude into the passenger compartment, threatening the safety of occupants and the battery pack.

[0004] Therefore, it is urgent to improve the existing door sill components to enhance their collision safety performance. Utility Model Content

[0005] The purpose of this disclosure is to provide a door sill assembly for vehicles to overcome 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 the outer side of the first beam facing the vehicle exterior, and defining a plurality of chambers sequentially stacked in a second direction perpendicular to the first direction and pointing from the vehicle interior to the vehicle exterior, the second beam including partition walls separating every two adjacent chambers; wherein, viewed in a cross-section perpendicular to the first direction, each partition wall includes opposing first and second ends, and when the vehicle is on a level surface, each partition wall is tilted relative to the level surface such that the first end of the partition wall is closer to the level surface and closer to the vehicle interior than the second end.

[0007] In some embodiments, the partition wall includes a first partition wall and a second partition wall, the second partition wall being closer to the outside of the vehicle than the first partition wall, and the second partition wall having a greater angle of inclination relative to the horizontal ground than the first partition wall having a greater angle of inclination relative to the horizontal ground.

[0008] In some embodiments, for each of the partition walls, the angle of inclination of the line connecting the second end to the first end relative to the horizontal ground is between 83 degrees and 87 degrees.

[0009] In some embodiments, when the vehicle is on the horizontal ground, the first direction is parallel to the horizontal ground, and the second direction is inclined toward the horizontal ground.

[0010] In some embodiments, each of the partition walls has a flat shape and extends between the first end and the second end along a third direction perpendicular to both the first direction and the second direction.

[0011] In some embodiments, the second beam is characterized in that, when viewed in a cross-section perpendicular to the first direction, the second beam has a beam thickness in a third direction perpendicular to both the first and second directions, the beam thickness decreasing along the second direction such that the second beam has a tapered outer profile.

[0012] In some embodiments, the outer contour of the second beam is trapezoidal, and the second beam further includes a first end wall, a second end wall, a first side wall, and a second side wall that enclose the outer contour, wherein the first end wall is closer to the outside of the vehicle than the second end wall in the second direction; the first end of each partition wall is connected to the first side wall, and the second end is connected to the second side wall; and the wall thickness of each of the first side wall and the second side wall decreases along the second direction.

[0013] In some embodiments, the second end wall is fixedly connected to the outer side of the first beam, and the wall thickness of the second end wall is greater than the wall thickness of each of the partition wall and the first end wall.

[0014] In some embodiments, the trapezoid is an isosceles trapezoid, and the axis of symmetry of the trapezoid extends along the second direction.

[0015] In some embodiments, the first end wall, the second end wall, and the partition wall have a flat shape and are oriented parallel to each other.

[0016] In some embodiments, the second beam is an extruded member, and each pair of adjacent chambers is separated by a single partition wall.

[0017] In some embodiments, the number of the plurality of chambers is three, and they are sequentially arranged as a first chamber, a second chamber, and a third chamber in the second direction. Each of the first sidewall and the second sidewall includes a first wall segment defining the first chamber, a second wall segment defining the second chamber, and a third wall segment defining the third chamber. The wall thickness of the third wall segment is less than or equal to the wall thickness of the second wall segment, and the wall thickness of the second wall segment is less than the wall thickness of the first wall segment.

[0018] In some embodiments, the first beam includes a vertical wall segment and an inclined wall segment, wherein when the vehicle is on the horizontal ground, the vertical wall segment extends perpendicular to the horizontal ground, and the inclined wall segment extends from the vertical wall segment away from the horizontal ground and inclined toward the outside of the vehicle; and the second end wall of the second beam is fixedly connected to the inclined wall segment of the first beam.

[0019] In some embodiments, the threshold assembly further includes a bracket that is fixedly connected to the first end wall of the second beam and to the first beam.

[0020] According to another aspect of this disclosure, a vehicle is provided that includes the aforementioned sill assembly.

[0021] According to this disclosure, the second beam can be effectively suppressed or even prevented from rolling upward when the vehicle encounters a side collision, so as to ensure that the second beam collapses in a pre-designed pattern, thereby improving the collision safety performance of the sill assembly.

[0022] 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

[0023] 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:

[0024] Figure 1This is a schematic perspective view of a vehicle according to some embodiments of the present disclosure, wherein the vehicle doors are opened to reveal the external beam of the door sill assembly;

[0025] Figure 2 It is shown schematically. Figure 1 A perspective view of the vehicle chassis including a portion of the sill assembly, wherein the outer beams of the sill assembly have been removed to show the first beam, second beam, and bracket of the sill assembly.

[0026] Figure 3 yes Figure 2 A 3D view of one of the threshold components;

[0027] Figure 4 yes Figure 3 Another 3D view of the threshold component;

[0028] Figure 5 yes Figure 3 and Figure 4 An exploded view of the sill assembly, showing the first beam, second beam, bracket, and support of the sill assembly;

[0029] Figure 6 It is along Figure 3 A schematic cross-sectional view of line VI-VI;

[0030] Figure 7 yes Figure 5 The dotted circle in the image shows an enlarged view of area VII, and the bracket is also shown.

[0031] Figure 8 yes Figure 5 The dotted circle in the image shows an enlarged view of region VIII, and also shows the support structure; and

[0032] Figure 9 yes Figure 8 Another perspective view of the support structure. Detailed Implementation

[0033] 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 illustrate 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.

[0034] Figure 1 A vehicle 1 according to some embodiments of the present disclosure is schematically shown, wherein the door 2 of the vehicle 1 is open to show the outer beam 4 of the sill assembly 3. Figure 2A portion of the chassis 5 of vehicle 1, including the sill assembly 3, is schematically shown, 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 it. Figures 3 to 9 The specific configuration of threshold component 3 is illustrated schematically.

[0035] For clarity and conciseness, Figures 1 to 6 The longitudinal direction X, lateral direction Y, and vertical direction Z of vehicle 1 are defined. These three directions are perpendicular to each other. The longitudinal direction X typically refers to the longitudinal or longitudinal direction of vehicle 1. The lateral direction Y typically refers to the lateral or width direction of vehicle 1. The longitudinal and lateral directions X and Y together define the horizontal reference plane of vehicle 1. Alternatively, this horizontal reference plane can refer to a plane fixedly associated with the vehicle body when the vehicle is on a horizontal ground (HG) (e.g., see [reference]). Figure 6 The reference plane is defined by the longitudinal and lateral axes of the vehicle. When the vehicle is on a 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 the vehicle 1, parallel to the horizontal reference plane of the vehicle 1, and perpendicular to the direction of gravity. Figure 6 A solid line schematically represents the horizontal ground HG. The vertical direction Z typically refers to the vehicle's height. When the vehicle is on the horizontal ground HG, the vertical direction Z is parallel to the direction of gravity and perpendicular to the horizontal ground HG. As shown, 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 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 scenario where the vehicle 1 is on the horizontal ground HG.

[0036] like Figure 1 and Figure 2 As shown, 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 2The diagram shows two sill assemblies 3 positioned on either side 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 following will be combined with... Figures 3 to 9 The configuration of one of the threshold components 3 is described in detail, while the repeated description of the configuration of the other threshold component 3 is omitted.

[0037] Threshold component 3 may include external beam 4 ( Figure 1 The sill assembly 3 comprises a first beam 10 and a second beam 20. The outer beam 4 is positioned closer to the vehicle exterior in the lateral direction Y than the first beam 10. 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 serves 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.

[0038] like Figures 2 to 6 As shown, the first beam 10 extends along the 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. 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.

[0039] 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. Figures 2 to 4 and Figure 6 As shown, the second beam 20 is fixedly connected to the outer side of the first beam 10 facing the vehicle exterior. The second beam 20 may be closer to the vehicle exterior than the first beam 10 in the lateral direction Y. The second beam 20 defines a plurality of chambers stacked sequentially in a second direction 52 perpendicular to the first direction 51 and pointing from the vehicle interior to the vehicle exterior. In some embodiments, as shown, the second beam 20 has three chambers, namely, a first chamber 21, a second chamber 22, and a third chamber 23 sequentially in the second direction 52. Setting the number of chambers to three balances economy and crash safety. The configuration of the second beam 20 will be specifically described below with reference to an example of three chambers, but it should be understood that this disclosure is not limited thereto.

[0040] As used in this disclosure, the sequential stacking of the multiple chambers of the second beam 20 in the second direction 52 means that the multiple chambers are arranged in the second direction 52 such that one is in front of (or on top of) another. That is, the first chamber 21 is in front of the second chamber 22, and the second chamber 22 is in front of the third chamber 23. Accordingly, in the direction from the outside of the vehicle to the inside of the vehicle (not shown), the third chamber 23 is in front of the second chamber 22, and the second chamber 22 is in front of the first chamber 21.

[0041] Each pair of adjacent chambers in the multiple chambers is separated by a partition wall of the second beam 20. For example... Figure 6 As best shown, the first chamber 21 and the second chamber 22 are separated by a first partition wall 24, specifically in the second direction 52, and the second chamber 22 and the third chamber 23 are separated by a second partition wall 25, specifically in the second direction 52. With this configuration, when the vehicle 1 experiences a side collision, the second beam 20 collapses according to a pre-designed pattern; that is, the third chamber 23, the second chamber 22, and the first chamber 21 can collapse sequentially from the outside in to absorb collision energy and resist external load intrusion.

[0042] Experimental studies revealed that if the partition wall is oriented upwards (i.e., away from the horizontal ground HG) and outwards (i.e., towards the outside of the vehicle) or vertically (i.e., perpendicular to the horizontal ground HG) when the vehicle 1 is on the horizontal ground HG, the second beam 20 is prone to flipping upwards in a side collision, especially at high speeds (e.g., not less than 40 km / h). In this case, the second beam 20 will fail and cannot collapse according to the pre-designed pattern, and may even intrude into the vehicle compartment, thereby threatening the safety of the occupants and the battery pack. Experimental studies also found that designing the partition wall to be oriented downwards (i.e., towards the horizontal ground HG) and inwards (i.e., towards the inside of the vehicle) when the vehicle 1 is on the horizontal ground HG can effectively suppress or even prevent the second beam 20 from flipping upwards in a side collision.

[0043] Figure 6A cross-section of the sill assembly 3 perpendicular to the first direction 51 is shown. As shown, viewed in the cross-section perpendicular to the first direction 51, each partition wall includes opposing (or, in other words, opposite) first and second ends, and when the vehicle 1 is on the horizontal ground HG, each partition wall is tilted relative to the horizontal ground HG such that the first end of the partition wall is closer to the horizontal ground HG and closer to the vehicle interior than the second end. That is, each partition wall is oriented downward (i.e., toward the horizontal ground HG) and inward (i.e., toward the vehicle interior) when the vehicle 1 is on the horizontal ground HG. The first end may also be referred to as the "lower end" of the partition wall, and the second end may also be referred to as the "upper end" of the partition wall. That is, the lower end of the partition wall is closer to the vehicle interior than the upper end. As shown, the first partition wall 24 includes opposing first ends 24a and second ends 24b, and the second partition wall 25 includes opposing third ends 25a (which may also be referred to as the "first end" of the second partition wall 25) and fourth ends 25b (which may also be referred to as the "second end" of the second partition wall 25). When vehicle 1 is on the horizontal ground HG, the first partition wall 24 is tilted relative to the horizontal ground HG, such that the first end 24a is closer to the horizontal ground HG and closer to the vehicle interior than the second end 24b. The second partition wall 25 is also tilted relative to the horizontal ground HG, such that the third end 25a is closer to the horizontal ground HG and closer to the vehicle interior than the fourth end 25b.

[0044] By tilting the partition wall downwards and inwards, when vehicle 1 encounters a side collision, especially a high-speed collision, it can effectively suppress or even prevent the second beam 20 from flipping upwards. This ensures that the second beam 20 collapses according to a pre-designed pattern to absorb collision energy and resist external load intrusion, thereby protecting the safety of the occupants and battery pack. This configuration improves the collision safety performance of the sill assembly 3.

[0045] In the case where the second beam 20 has multiple partition walls (e.g., first partition wall 24 and second partition wall 25), the tilt angles of the multiple partition walls relative to the horizontal ground HG can be the same or different. In some embodiments, the closer the partition wall is to the outside of the vehicle, the larger its tilt angle relative to the horizontal ground HG can be, and the closer the partition wall is to the inside of the vehicle, the smaller its tilt angle relative to the horizontal ground HG can be. For example, the second partition wall 25 is closer to the outside of the vehicle than the first partition wall 24, and the tilt angle of the second partition wall 25 relative to the horizontal ground HG is greater than that of the first partition wall 24 relative to the horizontal ground HG. This configuration is beneficial for further suppressing or even eliminating the upward rollover of the second beam 20. This is because when the vehicle 1 encounters a side collision, the collision energy gradually decreases as the external load intrudes. Designing the tilt angle of the outer partition wall to be larger helps to effectively suppress or even prevent the upward rollover of the second beam 20 during the higher collision energy phase. In other embodiments, the tilt angles of the first partition wall 24 and the second partition wall 25 relative to the horizontal ground HG can be the same.

[0046] In some embodiments, for each partition wall, the angle of inclination of the line connecting the second end to the first end relative to the horizontal ground HG can be between 83 degrees and 87 degrees (e.g., 83 degrees, 84 degrees, 85 degrees, 86 degrees, 87 degrees), preferably between 84 degrees and 86 degrees, and more preferably 85 degrees. For example, in Figure 6 The inclination angle α of the line connecting the fourth end 25b (which may also be referred to as the "second end" of the second partition wall 25) to the third end 25a (which may also be referred to as the "first end" of the second partition wall 25) with respect to the horizontal ground HG is indicated by "α". This inclination angle α can be between 83 degrees and 87 degrees (e.g., 83 degrees, 84 degrees, 85 degrees, 86 degrees, 87 degrees), preferably between 84 degrees and 86 degrees, and more preferably 85 degrees. Similarly, the inclination angle of the line connecting the second end 24b to the first end 24a of the first partition wall 24 with respect to the horizontal ground HG can also be between 83 degrees and 87 degrees (e.g., 83 degrees, 84 degrees, 85 degrees, 86 degrees, 87 degrees), preferably between 84 degrees and 86 degrees, and more preferably 85 degrees. This angle design can effectively suppress or even prevent the second beam 20 from flipping upwards when the vehicle 1 encounters a side collision, thereby ensuring that the second beam 20 collapses in the pre-designed pattern.

[0047] As described above, when vehicle 1 is on a horizontal ground HG, the first direction 51 is parallel to the longitudinal direction X of vehicle 1, and therefore the first direction 51 is also parallel to the horizontal ground HG. In some embodiments, the second direction 52 (i.e., the stacking direction of the plurality of chambers) may be inclined toward the horizontal ground HG. It should be noted that the second direction 52 is perpendicular to the first direction 51 and points from the inside of the vehicle to the outside of the vehicle, therefore the second direction 52 is an outward-pointing and downward-inclined direction. That is, the second direction 52 is inclined relative to the lateral direction Y. The plurality of chambers of the second beam 20 are stacked sequentially in the outward-pointing and downward-inclined direction. This configuration is beneficial for further suppressing or even eliminating the possibility of the second beam 20 flipping upward.

[0048] In some embodiments, such as Figure 6 As shown, each partition wall can have a flat shape. As used in this disclosure, "flat shape" means a completely flat or substantially flat shape. In this case, each partition wall can extend between the first end and the second end along a third direction 53 perpendicular to both the first direction 51 and the second direction 52. That is, each partition wall is perpendicular to both the first direction 51 and the second direction 52. Therefore, the tilt angle of the second direction 52 relative to the horizontal ground HG can be complementary to the tilt angle of the partition wall relative to the horizontal ground HG, for example, it can be between 3 degrees and 7 degrees. The partition walls with flat shapes can provide reliable support to maintain the shape of the second beam 20 before the vehicle 1 is involved in a collision, thereby ensuring the structural reliability of the second beam 20.

[0049] In other embodiments, each partition wall may have any other suitable shape, such as a curved shape. It should be understood that the angle of inclination of the line connecting the second end to the first end of the partition wall relative to the horizontal ground HG is not affected by the shape of the partition wall, and since the connection points of the wall segments defining adjacent chambers of the second beam 20 are the first and second ends of the partition wall, as long as the partition wall is inclined in the aforementioned orientation, it is possible to suppress or even eliminate the upward rollover of the second beam 20 in the event of a side collision with the vehicle 1, as described above.

[0050] Please continue reading Figure 6 Viewed in a cross-section perpendicular to the first direction 51, the second beam 20 has a beam thickness (not shown) in a third direction 53 perpendicular to both the first and second directions 51 and 52. In some embodiments, such as Figure 6As shown, the thickness of the second beam 20 can decrease along the second direction 52, giving the second beam 20 a tapered outer profile. That is, the second beam 20 has a tapered outer profile from the inside to the outside of the vehicle, and a tapered outer profile from the outside to the inside of the vehicle. 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, such as Figure 6 As shown, the outer contour of the second beam 20 can be trapezoidal (or, in other words, tower-shaped). The width of this trapezoid (i.e., the beam thickness of the second beam 20) decreases along the second direction 52. Accordingly, the second beam 20 may include a first end wall 26, a second end wall 27, a first side wall 28, and a second side wall 29 that enclose the trapezoidal outer contour. The first end wall 26 is closer to the vehicle exterior in the second direction 52 than the second end wall 27. The first end wall 26 may also be referred to as the “top wall” or “front wall” of the second beam 20, and the second end wall 27 may also be referred to as the “bottom wall” or “rear wall” of the second beam 20. Viewed in a cross-section perpendicular to the first direction 51, the length of the first end wall 26 is less than the length of the second end wall 27. The first end of each partition wall is connected to the first side wall 28, and the second end is connected to the second side wall 29. For details, please refer to... Figure 6 The first end 24a of the first partition wall 24 is connected to the first side wall 28 and the second end 24b is connected to the second side wall 29. The third end 25a (which may also be referred to as the "first end" of the second partition wall 25) of the second partition wall 25 is connected to the first side wall 28 and the fourth end 25b (which may also be referred to as the "second end" of the second partition wall 25) is connected to the second side wall 29. Each partition wall extends between the first side wall 28 and the second side wall 29 and provides support.

[0052] In one of these embodiments, the wall thickness of each of the first sidewall 28 and the second sidewall 29 can decrease along the second direction 52. That is, the wall thickness of each sidewall decreases from the inside of the vehicle to the outside of the vehicle, and increases from the outside of the vehicle to the inside of the vehicle. This configuration can further ensure that the second beam 20 collapses in accordance with the aforementioned pre-designed pattern when the vehicle 1 encounters a side collision. For example, as Figure 6As shown, the first sidewall 28 includes a first wall segment 281 defining a first chamber 21, a second wall segment 282 defining a second chamber 22, and a third wall segment 283 defining a third chamber 23. The wall thickness of the third wall segment 283 (e.g., 4 mm) may be less than or equal to the wall thickness of the second wall segment 282 (e.g., 4 mm or 4.5 mm), and the wall thickness of the second wall segment 282 may be less than the wall thickness of the first wall segment 281 (e.g., 5 mm). Alternatively, the wall thickness of the third wall segment 283 (e.g., 4 mm) may be less than the wall thickness of the second wall segment 282 (e.g., 5 mm), and the wall thickness of the second wall segment 282 may be less than or equal to the wall thickness of the first wall segment 281 (e.g., 5 mm or 5.5 mm). Similarly, the second sidewall 29 includes a fourth wall segment 291 defining the first chamber 21, a fifth wall segment 292 defining the second chamber 22, and a sixth wall segment 293 defining the third chamber 23, and has a similar wall thickness configuration to the first sidewall 28. The fourth wall segment 291, the fifth wall segment 292, and the sixth wall segment 293 of the second sidewall 29 may also be referred to as the "first wall segment," the "second wall segment," and the "third wall segment," respectively, of the second sidewall 29.

[0053] In one of these embodiments, such as Figure 6 As shown, when viewed in a cross section perpendicular to the first direction 51, the outer contour of the second beam 20 can be substantially an isosceles trapezoid, and the axis of symmetry of the outer contour of this trapezoid (as shown in the figure) is... Figure 6 (The dashed line CL in the diagram is schematically indicated) extends along the second direction 52. This configuration further ensures that the second beam 20 collapses in the aforementioned pre-designed pattern when the vehicle 1 encounters a side collision.

[0054] For example, the cross-sectional profile of the third chamber 23 can be substantially isosceles trapezoidal, the second chamber 22 can be substantially isosceles trapezoidal, and the first chamber 21 can be substantially rectangular. The third chamber 23, the second chamber 22, and the first chamber 21 are connected end-to-end to form an isosceles trapezoidal or tower-shaped layer. This configuration can further ensure that the second beam 20 collapses in accordance with the aforementioned pre-designed pattern when the vehicle 1 encounters a side collision.

[0055] In one of these embodiments, such as Figure 6 As shown, the second end wall 27 of the second beam 20 can be fixedly connected to the outside of the first beam 10. The wall thickness of the second end wall 27 (e.g., 5 mm) can be greater than the wall thickness of each of the first partition wall 24, the second partition wall 25, and the first end wall 26 (e.g., 3.5 mm). This configuration ensures that the second beam 20 is reliably fixed to the outside of the first beam 10, reliably maintains the shape of the second beam 20, and reduces the weight of the second beam 20.

[0056] For example, such as Figure 3As shown, the second end wall 27 may extend beyond the first side wall 28 and the second side wall 29 at opposite (or opposite) ends of the second beam 20 in the first direction 51, so as to be fixedly connected to the first beam 10.

[0057] In one of these embodiments, such as Figure 6 As shown, the first end wall 26, the second end wall 27, the first partition wall 24, and the second partition wall 25 can have a flat shape. In this case, the first end wall 26, the second end wall 27, the first partition wall 24, and the second partition wall 25 can be oriented parallel to each other, for example, extending along the aforementioned third direction 53. The first end wall 26, the second end wall 27, the first partition wall 24, and the second partition wall 25, having a flat shape, can provide reliable support before the vehicle 1 encounters a collision to maintain the shape of the second beam 20, thereby ensuring the structural reliability of the second beam 20. Since the first end wall 26, the second end wall 27, the first partition wall 24, and the second partition wall 25 are parallel to each other, their tilt angles relative to the horizontal ground HG can be the same.

[0058] It should be understood that this disclosure is not limited thereto, and in other embodiments, the first end wall 26 and the second end wall 27 may be parallel to each other or not parallel to each other, and the first partition wall 24 and the second partition wall 25 may not be parallel to the first end wall 26 and the second end wall 27.

[0059] In some embodiments, such as Figure 6 As best illustrated, the first beam 10 may include a vertical wall segment 11 and an inclined wall segment 12. When the vehicle 1 is on a horizontal ground HG, the vertical wall segment 11 extends perpendicular to the horizontal ground HG, and the inclined wall segment 12 extends from the vertical wall segment 11 away from the horizontal ground HG (i.e., upward) and inclined outward (i.e., outward). The second end wall 27 of the second beam 20 may be fixedly connected to the inclined wall segment 12 of the first beam 10. In the event of a side impact, this configuration helps to further suppress or even eliminate the upward rollover of the second beam 20, thereby further ensuring that the second beam 20 collapses according to the aforementioned pre-designed pattern. The second end wall 27 of the second beam 20 may be fixedly connected to the inclined wall segment 12 of the first beam 10 by any suitable means such as bolting, riveting, bonding, snap-fitting, or welding (e.g., where the second end wall 27 and the inclined wall segment 12 are formed of a material suitable for welding together).

[0060] In some such embodiments, such as Figure 6As shown, when the first end wall 26, the second end wall 27, the first partition wall 24, and the second partition wall 25 are parallel to each other, the inclined wall segment 12 can also be oriented parallel to these walls. That is, the inclination angle of the inclined wall segment 12 relative to the horizontal ground HG can be the same as the inclination angle of these walls relative to the horizontal ground HG. For example, the inclination angle of the inclined wall segment 12 relative to the horizontal ground HG can be between 83 degrees and 87 degrees (e.g., 83 degrees, 84 degrees, 85 degrees, 86 degrees, 87 degrees), preferably between 84 degrees and 86 degrees, more preferably 85 degrees. Alternatively, the inclination angle relative to the vertical direction Z perpendicular to the horizontal ground HG can be between 3 degrees and 7 degrees (e.g., 3 degrees, 4 degrees, 5 degrees, 6 degrees, 7 degrees), preferably between 4 degrees and 6 degrees, more preferably 5 degrees.

[0061] It should be understood that in other embodiments, the first beam 10 may not have the inclined wall section 12, and the second end wall 27 of the second beam 20 may be fixedly connected to the vertical wall section 11 of the first beam 10.

[0062] like Figure 6 As shown, the first beam 10 may further include a first curved wall section 13 (also referred to as an "upper flange") extending from the inclined wall section 12 toward the vehicle exterior (i.e., outward) and away from the horizontal ground HG (i.e., upward), and a second curved wall section 14 (also referred to as a "lower flange") extending from the vertical wall section 11 toward the vehicle exterior (i.e., outward) and toward the horizontal ground HG (i.e., downward). The vertical wall section 11, inclined wall section 12, first curved wall section 13, and second curved wall section 14 of the first beam 10 can enclose a recess 15. The opening of the recess 15 opens toward the exterior of the vehicle in the lateral direction Y. The vertical wall section 11 and inclined wall section 12 form the bottom of the recess 15, and the first curved wall section 13 and second curved wall section 14 form two opposing sidewalls of the recess 15. The second beam 20 may be disposed in the recess 15 and partially extend out of the recess 15 toward the exterior of the vehicle in the lateral direction Y. It is conceivable that the outer beam 4 can enclose another groove that matches the groove 15, and these two grooves can together form the threshold assembly 3 to accommodate the internal space of the second beam 20.

[0063] In some embodiments, such as Figures 2 to 6 and Figures 8 to 9As shown, the sill assembly 3 may include brackets 30 (three in the figure, but the number and placement are not limited to those shown). The brackets 30 provide support for the second beam 20 to ensure that the second beam 20 is in a pre-designed position before the vehicle 1 experiences a side impact, thereby ensuring that the second beam 20 collapses according to the aforementioned pre-designed pattern upon the vehicle 1 experiencing a side impact. The brackets 30 can provide support to the second beam 20 along the vertical direction Z and the lateral direction Y. For example, the brackets 30 may be fixedly connected to the first end wall 26 of the second beam 20 and to the first beam 10. Specifically, the brackets 30 may include an upper portion 31, a lower portion 32, and an intermediate portion 33 connecting the upper portion 31 and the lower portion 32. The upper portion 31 may be fixedly connected to the first curved wall segment 13 of the first beam 10, the lower portion 32 may be fixedly connected to the second curved wall segment 14 of the first beam 10, and the intermediate portion 33 may be fixedly connected to the first end wall 26 of the second beam 20. Fixed connections can be made by bolting, riveting, bonding, snap-fitting, or welding (e.g., where the corresponding parts are formed of materials suitable for welding together). Figure 6 As best shown, the shape of the intermediate portion 33 can match the end portion of the second beam 20, including the first end wall 26, to provide additional support to the second beam 20.

[0064] The first beam 10 can be made of any suitable material, for example, steel. The steel is, for example, hot-formed steel with a thickness of 2 mm.

[0065] The second beam 20 can also be referred to as a "profile". The second beam 20 can be an extruded component. In this case, each two adjacent chambers are separated by a single partition wall. Extruded components offer better structural integrity and manufacturing economy. Alternatively, the second beam 20 can be a component formed by welding roll-formed parts together. The second beam 20 can be made of any suitable material, such as steel or aluminum alloys (e.g., 6-series or 7-series aluminum alloys).

[0066] When the first beam 10 is made of steel and the second beam 20 is made of aluminum alloy, the first beam 10 and the second beam 20 can form a "steel-clad aluminum" structure to balance economy and collision safety.

[0067] In some embodiments, such as Figure 4 , Figure 5 and Figure 7As shown, the sill assembly 3 may include a bracket 60 (one is shown in the figure, but the number and placement are not limited to those shown). The bracket 60 is used to assist in securing the second beam 20 to the first beam 10, particularly when the first beam 10 and the second beam 20 are made of materials not suitable for welding together. The bracket 60 may be made of a material suitable for welding to the first beam 10; for example, the bracket 60 and the first beam 10 may be made of the same material, such as steel. Exemplarily, as... Figure 7 As shown, the bracket 60 may have a base 61 and three legs 62 extending from the base 61. The three legs 62 may be welded to the first beam 10 (e.g., the inclined wall segment 12). The base 61 is provided with fixing holes 63, and the second end wall 27 of the second beam 20 may be disposed against the base 61 of the bracket 60 and fixed to the base 61 by bolts or rivets passing through the fixing holes 63, thereby being fixedly connected to the first beam 10. It should be understood that the structure of the bracket 60 is not limited to this.

[0068] Although the foregoing description states that the first direction 51 is parallel to the longitudinal direction X of the vehicle 1, 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.

[0069] Although the configuration of the threshold component 3 has been specifically described above with the example of three chambers in the second beam 20, it should be understood that the number of chambers in the second beam 20 is not limited thereto, and in other embodiments, the number of chambers in the second beam 20 may be two or more than three.

[0070] 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.

[0071] 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.

[0072] 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.

[0073] 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 threshold component (3) includes: The first beam (10) extends along the first direction (51); and A second beam (20) extending along the first direction (51) is fixedly connected to the outer side of the first beam (10) facing the outside of the vehicle and defines a plurality of chambers stacked sequentially in a second direction (52) perpendicular to the first direction (51) and pointing from the inside of the vehicle to the outside of the vehicle. The second beam (20) includes a partition wall separating each two adjacent chambers. When viewed in a cross section perpendicular to the first direction (51), each partition wall includes opposing first and second ends, and when the vehicle (1) is on a horizontal ground (HG), each partition wall is tilted relative to the horizontal ground (HG) such that the first end of the partition wall is closer to the horizontal ground (HG) and closer to the interior of the vehicle than the second end.

2. The threshold component (3) according to claim 1, characterized in that: The partition wall includes a first partition wall and a second partition wall, the second partition wall being closer to the outside of the vehicle than the first partition wall, and the tilt angle of the second partition wall relative to the horizontal ground (HG) being greater than the tilt angle of the first partition wall relative to the horizontal ground (HG); and / or For each of the partition walls, the angle of inclination of the line connecting the second end to the first end relative to the horizontal ground (HG) is between 83 degrees and 87 degrees.

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) is parallel to the horizontal ground (HG), and the second direction (52) is inclined toward the horizontal ground (HG).

4. The threshold component (3) according to claim 3, characterized in that, Each of the partition walls has a flat shape and extends between the first end and the second end along a third direction (53) perpendicular to both the first direction (51) and the second direction (52).

5. The threshold component (3) according to any one of claims 1 to 4, characterized in that, Viewed in a cross section perpendicular to the first direction (51), the second beam (20) has a beam thickness in a third direction (53) perpendicular to both the first direction (51) and the second direction (52), the beam thickness decreasing along the second direction (52) such that the second beam (20) has a tapered outer profile.

6. The threshold component (3) according to claim 5, characterized in that: The outer contour of the second beam (20) is trapezoidal, and the second beam (20) also includes a first end wall (26), a second end wall (27), a first side wall (28) and a second side wall (29) that enclose the outer contour, wherein the first end wall (26) is closer to the outside of the vehicle than the second end wall (27) in the second direction (52); The first end of each of the partition walls is connected to the first sidewall (28), and the second end is connected to the second sidewall (29); and The wall thickness of each of the first sidewall (28) and the second sidewall (29) decreases along the second direction (52).

7. The threshold component (3) according to claim 6, characterized in that: The second end wall (27) is fixedly connected to the outer side of the first beam (10), and the wall thickness of the second end wall (27) is greater than the wall thickness of each of the partition wall and the first end wall (26); and / or The trapezoid is an isosceles trapezoid, and the axis of symmetry of the trapezoid extends along the second direction (52); and / or The first end wall (26), the second end wall (27), and the partition wall have a flat shape and are oriented parallel to each other; and / or The second beam (20) is an extruded component, and each pair of adjacent chambers is separated by a single partition wall; and / or The plurality of chambers are three in number and are sequentially arranged as a first chamber, a second chamber and a third chamber in the second direction (52). Each of the first sidewall (28) and the second sidewall (29) includes a first wall segment defining the first chamber, a second wall segment defining the second chamber and a third wall segment defining the third chamber. The wall thickness of the third wall segment is less than or equal to the wall thickness of the second wall segment, and the wall thickness of the second wall segment is less than the wall thickness of the first wall segment.

8. The threshold component (3) according to claim 6 or 7, characterized in that: The first beam (10) includes a vertical wall section (11) and an inclined wall section (12), wherein when the vehicle (1) is on the horizontal ground (HG), the vertical wall section (11) extends perpendicular to the horizontal ground (HG), and the inclined wall section (12) extends from the vertical wall section (11) away from the horizontal ground (HG) and inclined outwards from the vehicle; and The second end wall (27) of the second beam (20) is fixedly connected to the inclined wall section (12) of the first beam (10).

9. The threshold component (3) according to claim 8, characterized in that, The threshold assembly (3) further includes a bracket (30) which is fixedly connected to the first end wall (26) of the second beam (20) and to the first beam (10).

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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