Threshold beam structure and vehicle body structure

Abstract

The utility model relates to the technical field of vehicle engineering, in particular to a doorsill beam structure and a vehicle body structure. The doorsill beam structure comprises a cross beam formed by rolling a rolling plate, and the cross beam is provided with at least two energy absorption cavities and isolation plates located between the adjacent energy absorption cavities; the first end of the rolling plate is bent to form a first guide edge, the first guide edge is located in one of the energy absorption cavities and abuts against the isolation plate, and the second end of the rolling plate is the end, away from the first guide edge, of the isolation plate. The second end is bent towards the energy absorption cavity where the first guide edge is located to form a second guide edge. Therefore, the cross beam formed by winding the roller plate has rigidity and structural stability and is used for supporting a vehicle body structure. When the cross beam is collided, the first guide edge and the second guide edge curl or move towards the corresponding energy absorption cavities, and the threshold beam structure has a better energy absorption effect in cooperation with the energy absorption effect of the energy absorption cavities.

Description

Technical Field

[0001] This application relates to the technical field of vehicle engineering, specifically to a door sill beam structure and a vehicle body structure. Background Technology

[0002] The sill beam is a crucial supporting component for the vehicle's pillar impact resistance. Located within the cavity formed by the outer and inner sill plates, it reinforces the strength and rigidity of the vehicle's structure. However, existing sill beams, formed by extrusion, while possessing sufficient strength and rigidity, are not easily deformable, resulting in insufficient energy absorption. Therefore, a sill beam structure with strong deformability is urgently needed. Utility Model Content

[0003] The purpose of this application is to provide a door sill beam structure and a vehicle body structure.

[0004] This application provides a threshold beam structure, including a crossbeam formed by rolling a roller plate, the crossbeam having at least two energy-absorbing cavities and an isolation plate located between adjacent energy-absorbing cavities; a first end of the roller plate is bent to form a first guide edge, the first guide edge being located in one of the energy-absorbing cavities and abutting against the isolation plate, and a second end of the roller plate being the end of the isolation plate away from the first guide edge, the second end being bent toward the energy-absorbing cavity where the first guide edge is located to form a second guide edge.

[0005] In one exemplary embodiment of this application, the roller plate further includes a top plate, a first side plate, a first bottom plate, an inclined plate, a second side plate, and a second bottom plate formed by bending. The first side plate, the first bottom plate, and the first guide edge are sequentially connected to one side of the top plate to form an energy-absorbing cavity. The inclined plate, the second side plate, the second bottom plate, and the isolation plate are sequentially connected to the other side of the top plate to form another energy-absorbing cavity.

[0006] In one exemplary embodiment of this application, the second guide edge abuts against the top plate, and the second guide edge is welded to the top plate.

[0007] In one exemplary embodiment of this application, the threshold beam structure further includes a connector, the connector including a connecting plate, one end of the connecting plate being connected to the first base plate, the other end of the connecting plate being connected to the second base plate, one end of the connecting plate being welded to the first base plate, and the other end of the connecting plate being welded to the second base plate.

[0008] In one exemplary embodiment of this application, the connector further includes two connecting seats, which are connected to the connecting plate extending away from the energy absorption cavity. The connecting seats are used to connect the outer sill plate or the inner sill plate.

[0009] In one exemplary embodiment of this application, the crossbeam forms an electrophoresis hole communicating with the energy absorption cavity, some of the electrophoresis holes are located on the top plate and the first bottom plate, and some of the electrophoresis holes are located on the inclined plate, the second side plate and the second bottom plate.

[0010] This application also provides a vehicle body structure, including the aforementioned crossbeam. The vehicle body structure further includes an inner sill plate, an outer sill plate, and a battery module. The inner sill plate is connected to the battery module, and the inner sill plate and the outer sill plate form a receiving cavity. The crossbeam is disposed in the receiving cavity, and the energy-absorbing cavity having the first guide edge and the second guide edge faces the inner sill plate.

[0011] In one exemplary embodiment of this application, the crossbeam is connected to the outer sill plate, and the crossbeam is spaced apart from the inner sill plate.

[0012] In one exemplary embodiment of this application, the crossbeam is welded to the outer sill plate, and / or the crossbeam is bonded to the outer sill plate, and / or the crossbeam is connected to the outer sill plate by fasteners.

[0013] In one exemplary embodiment of this application, the outer sill plate includes a first outer plate, a second outer plate, a third outer plate, a fourth outer plate, and a fifth outer plate formed by bending, wherein the first outer plate, the second outer plate, the third outer plate, the fourth outer plate, and the fifth outer plate are sequentially connected to form an integral structure; the inner sill plate includes a first inner plate, a second inner plate, a third inner plate, a fourth inner plate, and a fifth inner plate formed by bending, wherein the first inner plate, the second inner plate, the third inner plate, the fourth inner plate, and the fifth outer plate are connected in sequence to form an integral structure; The fifth inner panel is sequentially connected to form an integral structure; the first outer panel is connected to the first inner panel, the fifth outer panel is connected to the fifth inner panel, and the second outer panel, the third outer panel, the fourth outer panel, the second inner panel, the third inner panel, and the fourth inner panel form the accommodating cavity; the vehicle body structure also includes a side panel, one end of which is connected to the first outer panel, and the other end of which is connected to the third outer panel, and the side panel's projection onto the sill outer panel covers the connection between the sill outer panel and the crossbeam.

[0014] This application discloses a sill beam structure and vehicle body structure, which have the following advantages: The sill beam structure includes a crossbeam formed by rolling a platen, the crossbeam having at least two energy-absorbing cavities and an isolation plate located between adjacent energy-absorbing cavities; a first end of the platen is bent to form a first guide edge, the first guide edge being located in one of the energy-absorbing cavities and abutting against the isolation plate; a second end of the platen is the end of the isolation plate away from the first guide edge, the second end being bent towards the energy-absorbing cavity where the first guide edge is located to form a second guide edge. Thus, the crossbeam formed by rolling the platen has rigidity and structural stability, supporting the vehicle body structure. When the crossbeam is impacted, the first and second guide edges roll or move into the corresponding energy-absorbing cavities, and the energy absorption effect of the energy-absorbing cavities enhances the energy absorption effect of the sill beam structure.

[0015] Other features and advantages of this application will become apparent from the following detailed description, or may be learned in part from practice of this application.

[0016] It should be understood that the above general description and the following detailed description are exemplary and explanatory only, and do not limit this application. Attached Figure Description

[0017] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application. It is obvious that the drawings described below are merely some embodiments of this application, and those skilled in the art can obtain other drawings based on these drawings without any inventive effort.

[0018] Figure 1 This is a cross-sectional schematic diagram of a threshold beam structure in an embodiment of this utility model;

[0019] Figure 2 This is a first structural schematic diagram of a threshold beam structure in an embodiment of this utility model;

[0020] Figure 3 This is a second structural schematic diagram of a threshold beam structure in an embodiment of this utility model;

[0021] Figure 4 This is a schematic diagram of the vehicle body structure in an embodiment of this utility model;

[0022] Figure 5 This is an assembly diagram of the sill beam structure, the outer sill plate, and the inner sill plate in an embodiment of this utility model;

[0023] Figure 6 This is a cross-sectional schematic diagram of one embodiment of the sill beam structure, sill outer plate, and sill inner plate in this utility model.

[0024] Figure 7 This is a cross-sectional schematic diagram of another embodiment of the sill beam structure, sill outer plate, and sill inner plate in this utility model.

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

[0026] 100. Crossbeam; 110. Energy absorption cavity; 111. First energy absorption cavity; 112. Second energy absorption cavity; 120. Isolation plate; 130. First guide edge; 140. Second guide edge; 151. Top plate; 152. First side plate; 153. First bottom plate; 154. Inclined plate; 155. Second side plate; 156. Second bottom plate; 160. Connector; 161. Connecting plate; 162. Connecting seat; 170. Electrophoresis hole; 200. Inner sill plate; 21. 0. First inner panel; 220. Second inner panel; 230. Third inner panel; 240. Fourth inner panel; 250. Fifth inner panel; 300. Threshold outer panel; 310. First outer panel; 320. Second outer panel; 330. Third outer panel; 340. Fourth outer panel; 350. Fifth outer panel; 400. Battery module; 500. Accommodation cavity; 600. Side panel; 710. Welding joint; 720. Structural adhesive; 730. Fastener. Detailed Implementation

[0027] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of this application, and not all of the embodiments. Based on the embodiments of this application, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of protection of this application.

[0028] The terms "first," "second," and "third" used in the embodiments of this application are for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Thus, a feature defined as "first," "second," or "third" may explicitly or implicitly include at least one of that feature. In the description of this application, "multiple" means at least two, such as two, three, etc., unless otherwise explicitly specified. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion. For example, a process, method, system, product, or device that includes a series of steps or units is not limited to the listed steps or units, but may optionally include steps or units not listed, or may optionally include other steps or units inherent to these processes, methods, products, or devices.

[0029] In this document, the term "embodiment" means that a particular feature, structure, or characteristic described in connection with an embodiment may be included in at least one embodiment of this application. The appearance of this phrase in various places throughout the specification does not necessarily refer to the same embodiment, nor is it a mutually exclusive, independent, or alternative embodiment. It will be explicitly and implicitly understood by those skilled in the art that the embodiments described herein can be combined with other embodiments.

[0030] The sill beam is a crucial supporting component for the vehicle's pillar impact resistance. Located within the cavity formed by the outer and inner sill plates, it reinforces the strength and rigidity of the vehicle's structure. However, existing sill beams, formed by extrusion, while possessing sufficient strength and rigidity, are not easily deformable, resulting in insufficient energy absorption. Therefore, a sill beam structure with strong deformability is urgently needed.

[0031] To address the aforementioned technical problems, this application provides a sill beam structure, referring to... Figure 1 As shown, the sill beam structure includes a crossbeam 100 formed by rolling a platen. The crossbeam 100 has at least two energy-absorbing cavities 110 and an isolation plate 120 located between adjacent energy-absorbing cavities 110. The first end of the platen is bent to form a first guide edge 130, which is located in one of the energy-absorbing cavities 110 and abuts against the isolation plate 120. The second end of the platen is the end of the isolation plate 120 away from the first guide edge 130, and is bent towards the energy-absorbing cavity 110 where the first guide edge 130 is located to form a second guide edge 140. Thus, the crossbeam 100 formed by rolling the platen has rigidity and structural stability to support the vehicle body structure. When the crossbeam 100 is impacted, the first guide edge 130 and the second guide edge 140 roll or move into the corresponding energy-absorbing cavity 110, and the energy absorption effect of the energy-absorbing cavity 110 is combined to make the sill beam structure have a better energy absorption effect.

[0032] The roll forming plate is a metal plate of a certain thickness. Initially, the roll forming plate is a flat plate. The flat plate is processed into a crossbeam 100 by a rolling mill. The crossbeam 100 has at least two mutually separated energy-absorbing cavities 110. The number of energy-absorbing cavities 110 can specifically include two or N (N≥2), and in this application, it is specifically two. When there are two energy-absorbing cavities 110, the number of isolation plates 120 is one; when there are N energy-absorbing cavities 110, the number of isolation plates 120 is N-1.

[0033] The crossbeam 100 possesses good rigidity and stability, which are used to support the vehicle body structure. When the crossbeam 100 is subjected to a collision, if the collision force is less than the deformation threshold, the first guide edge 130 and the second guide edge 140 will not undergo permanent deformation; if the collision force is greater than the deformation threshold, the first guide edge 130 and the second guide edge 140 will undergo permanent deformation, thereby achieving a better energy absorption effect. For example, the sill beam structure includes a first energy absorption cavity 111 and a second energy absorption cavity 112. The first energy absorption cavity 111 has a guide edge, while the second energy absorption cavity 112 does not. When the collision force of the sill beam structure acts on one side of the second energy absorption cavity 112, and the collision force is greater than the deformation threshold, the first guide edge 130 continuously curls towards the interior of the first energy absorption cavity 111, and the second guide edge 140 continuously moves towards the first energy absorption cavity 111, giving the sill beam structure a better deformation effect.

[0034] Reference Figure 1 As shown, the guiding function of the first guide edge 130 and the second guide edge 140 is determined by their curled shape. Since the first guide edge 130 and the second guide edge 140 extend towards the first energy-absorbing cavity 111 after curling, they tend to move towards the first energy-absorbing cavity 111 when subjected to force, thus playing a guiding role. The multi-energy-absorbing cavity 110 structure formed by the rolling of the roller plate can significantly improve the energy absorption capacity during collision. The design of the isolation plate 120 and the guide edge allows the impact force to be effectively transmitted within the multiple energy-absorbing cavities 110. The first guide edge 130 cooperates with the isolation plate 120 to constrain the deformation direction of the first end of the crossbeam 100, and the second guide edge 140 is used to constrain the deformation direction of the second end of the crossbeam 100.

[0035] In one embodiment, refer to Figure 1 As shown, the roller plate also includes a top plate 151 formed by bending, a first side plate 152, a first bottom plate 153, an inclined plate 154, a second side plate 155, and a second bottom plate 156. The first side plate 152, the first bottom plate 153, and the first guide edge 130 are connected sequentially on one side of the top plate 151 to form an energy absorption cavity 110. The inclined plate 154, the second side plate 155, the second bottom plate 156, and the isolation plate 120 are connected sequentially on the other side of the top plate 151 to form another energy absorption cavity 110.

[0036] This application takes two energy-absorbing cavities 110 as an example, referring to... Figure 1As shown, the energy-absorbing cavity 110 formed by the first side plate 152, the first bottom plate 153, and the first guide edge 130 is the first energy-absorbing cavity 111, and the energy-absorbing cavity 110 formed by the inclined plate 154, the second side plate 155, the second bottom plate 156, and the isolation plate 120 is the second energy-absorbing cavity 112. The two energy-absorbing cavities 110 share the same top plate 151, and the first energy-absorbing cavity 111 and the second energy-absorbing cavity 112 form independent spaces through the isolation plate 120. In the second energy-absorbing cavity 112, the combination of the inclined plate 154, the second side plate 155, and the second bottom plate 156 can optimize the stress transmission direction.

[0037] The dual energy-absorbing cavity 110 structure of the roller press plate creates a multi-level energy absorption path during collision, resulting in a more even distribution of side-impact energy and effectively reducing intrusion. The combined structure of the inclined plate 154, the second side plate 155, and the second bottom plate 156 guides the transmission of impact force, preventing the crossbeam 100 from cracking due to stress concentration during collision. Compared to traditional aluminum alloy extrusion processes, the self-sealing, one-piece roller press structure improves production efficiency and reduces costs. The isolation plate 120 and guide edge prevent direct inward transmission of impact energy, making the energy absorption process more stable and controllable.

[0038] When the crossbeam 100 is installed, the first base plate 153 and the second base plate 156 are located below, and the top plate 151 is located above. The first side plate 152 faces the interior of the vehicle body, and the second side plate 155 faces the exterior of the vehicle body. The first guide edge 130 is bent inward and extends into the vehicle body, and the second guide edge 140 is bent inward into the first energy-absorbing cavity 111 and extends towards the top plate 151. Specifically, the first guide edge 130 and the second guide edge 140 can be straight edges after bending, or they can be curved edges after bending, depending on the actual situation.

[0039] In one embodiment, refer to Figure 1 As shown, the second guide edge 140 abuts against the top plate 151, and the second guide edge 140 is welded to the top plate 151. By welding the second guide edge 140 to the top plate 151, the overall rigidity of the sill beam structure can be effectively improved, giving the vehicle body structure better structural stability. When the collision force is less than the deformation threshold, the vehicle body structure can remain stable. When the collision force is greater than the deformation threshold, the second guide edge 140 separates from the top plate 151, giving the crossbeam 100 better deformation capacity, thereby achieving a better energy absorption effect.

[0040] Reference Figure 1As shown, the second guide edge 140 contacts and is welded to the top plate 151 to form a structural support. This guide edge is connected to the top plate 151 by welding, which can be either spot welding or laser welding. The top plate 151 is the upper support component in the sill beam structure, and the guide edge achieves a rigid connection with the top plate 151 through abutment and welding. The welding process can be selected to adapt to the overall structure. In specific implementations, the shape of the guide edge can be designed to fit the structure of the top plate 151.

[0041] The sill beam structure itself plays a supporting role in the vehicle body structure, therefore it needs a certain degree of structural stability to prevent deformation when not subjected to a collision or a minor collision. When the second energy-absorbing cavity 112 of the sill beam is subjected to a collision force, and the collision force is large enough to exceed the deformation threshold, the weld between the second guide edge 140 and the top plate 151 breaks, causing the first guide edge 130 and the top plate 151 to separate. The second guide edge 140 then plays a guiding role, thus providing better deformation capacity.

[0042] In one embodiment, refer to Figure 2 As shown, the sill beam structure also includes a connector 160, which includes a connecting plate 161. One end of the connecting plate 161 is connected to the first base plate 153, and the other end is connected to the second base plate 156. One end of the connecting plate 161 is welded to the first base plate 153, and the other end is welded to the second base plate 156. Thus, the first base plate 153 and the second base plate 156 are connected by the connecting plate 161, giving the first base plate 153 and the second base plate 156 good stability, so that the first base plate 153 and the second base plate 156 will not deform under no-collision or minor-collision conditions.

[0043] Reference Figure 2 As shown, the first base plate 153 and the second base plate 156 constitute the bottom support part of the sill beam structure, and the connecting plate 161 connects the two base plates by welding. The welding method can be spot welding or laser welding, and the material of the connecting plate 161 can be high-strength steel. The connecting plate 161 provides a rigid connection between the first base plate 153 and the second base plate 156, and the welding process ensures the connection strength. In specific implementations, the connecting plate 161 can be designed as a planar structure or a curved structure, the welding position can be located in the middle of the first base plate 153 and the second base plate 156, and the welding parameters can be adjusted according to the material properties.

[0044] Reference Figure 2As shown, the first base plate 153 and the second base plate 156 are rigidly connected by the connecting plate 161, which can effectively improve the overall stiffness and deformation resistance of the sill beam structure to support the vehicle body structure in the event of no collision or minor collision. In some embodiments, when the force on one side of the second energy-absorbing cavity 112 is greater than the deformation threshold, the first base plate 153 gradually curls into the first energy-absorbing cavity 111 under the guidance of the first guide edge 130, and the isolation plate 120 gradually moves under the guidance of the second guide edge 140, which can cause the weld 710 between the first base plate 153 and the connecting plate 161 and the weld 710 between the second base plate 156 and the connecting plate 161 to gradually break. In another embodiment, when the force on one side of the second energy-absorbing cavity 112 exceeds the deformation threshold, the weld 710 between the first base plate 153 and the connecting plate 161, and the weld 710 between the second base plate 156 and the connecting plate 161, breaks. This causes the first base plate 153 to gradually curl into the first energy-absorbing cavity 111 under the guidance of the first guide edge 130, and the isolation plate 120 to gradually move under the guidance of the second guide edge 140. Of course, under different stress conditions, the first base plate 153, the second base plate 156, and the connecting plate 161 may also experience other deformations, such as deformation of the first base plate 153 and the connecting plate 161 accompanied by weld breakage.

[0045] In one embodiment, refer to Figure 2 As shown, the connector 160 also includes two connecting seats 162. The two connecting seats 162 are connected to the connecting plate 161 extending to the side away from the energy absorption cavity 110. The connecting seats 162 are used to connect the outer sill plate 300 or the inner sill plate 200.

[0046] Reference Figure 2 As shown, connector 160 includes two connector seats 162 that extend outward from the side of connector plate 161 opposite to energy-absorbing cavity 110. Connector seats 162 are connected to the outer sill plate 300 or the inner sill plate 200 by structural adhesive 720 and bolts. The extending direction of connector seats 162 is opposite to the orientation of energy-absorbing cavity 110, providing support for the sill beam structure. Connector seats 162 can be connected to the outer sill plate 300 or the inner sill plate 200 by spot welding or laser welding. The shape of connector seats 162 is designed to match the structure of the outer sill plate 300 or the inner sill plate, for example, using an L-shaped or U-shaped structure to enhance connection stability.

[0047] The connection structure between the connecting seat 162 and the outer sill plate 300 or the inner sill plate 200 enhances the overall frame rigidity, giving the sill beam structure a certain degree of stability. At the same time, this structure achieves lightweight design through a reasonable layout, balancing stability and economy.

[0048] In one embodiment, refer to Figure 2 and3 As shown, the crossbeam 100 forms an electrophoresis hole 170 that communicates with the energy absorption cavity 110. Some of the electrophoresis holes 170 are located on the top plate 151 and the first bottom plate 153, and some of the electrophoresis holes 170 are located on the inclined plate 154, the second side plate 155 and the second bottom plate 156.

[0049] Reference Figure 2 and 3 As shown, the crossbeam 100 is provided with electrophoresis holes 170, which are distributed on the top plate 151, the first bottom plate 153, the inclined plate 154, the second side plate 155, and the second bottom plate 156, and are connected to the energy absorption cavity 110. The electrophoresis holes 170 can be formed by stamping or laser cutting. The pore size and distribution density of the electrophoresis holes 170 can be adjusted according to the coating process requirements. The overall structure of the crossbeam 100 is formed by roll forming, and the material can be high-strength steel or aluminum alloy. It is connected to the surrounding structure by spot welding or laser welding. The cross-sectional shape of the crossbeam 100 can be designed as a rectangular or trapezoidal structure to improve structural rigidity and energy transfer efficiency.

[0050] By distributing the electrophoretic coating holes 170 in different areas of the crossbeam 100, the electrophoretic paint can be ensured to fully penetrate the interior of the sill beam structure, improving the electrophoretic effect. The opening design of the electrophoretic coating holes 170 effectively reduces component weight without compromising structural strength, while the hole distribution serves as stress release channels, reducing welding deformation. The crossbeam 100, using a roll forming process and a specific cross-sectional shape, enhances overall structural rigidity, evenly dispersing collision energy in multiple directions and reducing localized stress concentration.

[0051] This application also provides a vehicle body structure, with reference to... Figure 4 and Figure 5 As shown, the vehicle body structure also includes an inner sill plate 200, an outer sill plate 300, and a battery module 400; the inner sill plate 200 connects to the battery module 400, as shown in the figure. Figure 6 As shown, the inner sill plate 200 and the outer sill plate 300 form a receiving cavity 500, and the crossbeam 100 is disposed in the receiving cavity 500. The energy-absorbing cavity 110 with a first guide edge 130 and a second guide edge 140 faces the inner sill plate 200.

[0052] Reference Figures 4 to 6As shown, the vehicle body structure includes a crossbeam 100, an inner sill plate 200, an outer sill plate 300, and a battery module 400. The inner sill plate 200 is connected to the battery module 400, and the inner sill plate 200 and the outer sill plate 300 together form a receiving cavity 500, within which the crossbeam 100 is located. The crossbeam 100 has a first guide edge 130 and a second guide edge 140. The energy-absorbing cavity 110 with the first guide edge 130 and the second guide edge 140 is positioned towards the inner sill plate 200, so that the energy-absorbing cavity 110 with the first guide edge 130 and the second guide edge 140 faces the battery module 400. When the crossbeam 100 is deformed under stress, the first guide edge 130 and the second guide edge 140 act as guides, making it easier for the crossbeam 100 to deform, thereby reducing the intrusion of the crossbeam 100, reducing damage to the battery module 400, and providing better protection for the battery module 400.

[0053] Reference Figure 6 As shown, specifically, the first energy-absorbing cavity 111 faces the inner sill plate 200, and the second energy-absorbing cavity 112 faces the outer sill plate 300. The first energy-absorbing cavity 111 is an energy-absorbing cavity 110 with a first guide edge 130 and a second guide edge 140. The inclined plate 154 of the second energy-absorbing cavity 112 is correspondingly provided with the inclined portion of the outer sill plate 300, and can be adapted to the outer sill plate 300.

[0054] In one embodiment, refer to Figure 6 and Figure 7 As shown, the crossbeam 100 is connected to the outer sill plate 300, and the crossbeam 100 is spaced apart from the inner sill plate 200. The crossbeam 100 is connected to the outer sill plate 300, while maintaining a certain distance from the inner sill plate 200 to form a space. This space between the sill beam and the inner plate creates an energy dissipation space, causing the sill beam to deform first before contacting the inner sill plate 200. This increases the buffer space for the deformation of the crossbeam 100 within the inner sill plate 200, thus protecting the battery module 400.

[0055] When the second energy-absorbing cavity 112 is subjected to collision deformation, since the crossbeam 100 is connected to the outer sill plate 300, the sill beam is the first to be impacted. Its collision deformation can form a buffer at the interval between the crossbeam 100 and the inner sill plate 200. It only acts on the inner sill plate 200 after sufficient deformation. This design can reduce the intrusion of the crossbeam 100.

[0056] In one embodiment, refer to Figure 6 As shown, the crossbeam 100 is welded to the outer sill plate 300, and / or as referenced Figure 6 The crossbeam 100 shown is bonded to the outer sill plate 300, and / or refer to Figure 7 The crossbeam 100 shown is connected to the sill plate 300 by fasteners 730.

[0057] The crossbeam 100 and the sill outer panel 300 are connected by at least one of welding, bonding, and fasteners 730, as described above. Figure 6 As shown, the weld 710 can be formed by spot welding or laser welding; see reference. Figure 6 As shown, structural adhesive 720 can be used for bonding; refer to Figure 7 As shown, fastener 730 can be a bolt or a rivet.

[0058] By fixing the crossbeam 100 to the sill outer panel 300 through welding, bonding and fastener 730, the overall structural rigidity can be effectively improved, and the collision energy can be directionally transferred in the area of ​​the sill outer panel 300, avoiding direct impact on the battery pack.

[0059] In one embodiment, refer to Figure 6 or Figure 7 As shown, the outer sill plate 300 includes a first outer plate 310, a second outer plate 320, a third outer plate 330, a fourth outer plate 340, and a fifth outer plate 350 formed by bending. The first outer plate 310, the second outer plate 320, the third outer plate 330, the fourth outer plate 340, and the fifth outer plate 350 are sequentially connected to form an integral structure. The inner sill plate 200 includes a first inner plate 210, a second inner plate 220, a third inner plate 230, a fourth inner plate 240, and a fifth inner plate formed by bending. The first inner plate 210, the second inner plate 220, the third inner plate 230, the fourth inner plate 240, and the fifth inner plate 350 are sequentially connected to form an integral structure. 240 and the fifth inner panel are connected in sequence to form an integral structure; the first outer panel 310 is connected to the first inner panel 210, the fifth outer panel 350 is connected to the fifth inner panel, and the second outer panel 320, the third outer panel 330, the fourth outer panel 340, the second inner panel 220, the third inner panel 230 and the fourth inner panel 240 form a receiving cavity 500; the vehicle body structure also includes a side outer panel 600, one end of the side outer panel 600 is connected to the first outer panel 310 and the other end is connected to the third outer panel 330, and the side outer panel 600 covers the connection between the sill outer panel 300 and the crossbeam 100 in the orthogonal projection of the sill outer panel 300.

[0060] Reference Figure 6 or Figure 7As shown, the outer sill plate 300 can be formed into a first outer plate 310, a second outer plate 320, a third outer plate 330, a fourth outer plate 340, and a fifth outer plate 350 through an integral roll forming process and a thermoforming process. The inner sill plate 200 can be formed into a first inner plate 210, a second inner plate 220, a third inner plate 230, a fourth inner plate 240, and a fifth inner plate through an integral roll forming process and a thermoforming process. The first outer plate 310 and the first inner plate 210 can be connected by at least one of welding or bonding methods, and the fifth outer plate 350 can be connected to the fifth inner plate by at least one of welding or bonding methods. Sealing strips can also be provided on the first outer plate 310 and the first inner plate 210.

[0061] Reference Figure 6 or Figure 7 As shown, the outer sill plate 300 is integrally bent from a metal sheet and includes, from top to bottom along the height direction of the vehicle, a first outer plate 310, a second outer plate 320, a third outer plate 330, a fourth outer plate 340, and a fifth outer plate 350; the inner sill plate 200 is integrally bent from a metal sheet and includes, from top to bottom along the height direction of the vehicle, a first inner plate 210, a second inner plate 220, a third inner plate 230, a fourth inner plate 240, and a fifth inner plate; the second outer plate 320, the third outer plate 330, and the fourth outer plate 340 are arranged opposite to the corresponding second inner plate 220, the third inner plate 230, and the fourth inner plate 240;

[0062] In one embodiment, refer to Figure 6 or Figure 7 As shown, the vehicle body structure also includes a side outer panel 600. One end of the side outer panel 600 is connected to the first outer panel 310, and the other end is connected to the third outer panel 330. The side outer panel 600, in its orthographic projection onto the sill outer panel 300, covers the connection between the sill outer panel 300 and the sill beam structure. The side outer panel 600 conceals the connection structure between the sill outer panel 300 and the sill beam structure, making assembly more convenient and improving the overall appearance.

[0063] The above are merely embodiments of this application and do not limit the patent scope of this application. Any equivalent structural or procedural transformations made using the content of this application's specification and drawings, or direct or indirect applications in other related technical fields, are similarly included within the patent protection scope of this application.

Claims

1. A rocker rail structure characterized by, The device includes a crossbeam formed by winding a roller plate, the crossbeam having at least two energy-absorbing cavities and an isolation plate located between adjacent energy-absorbing cavities; a first end of the roller plate is bent to form a first guide edge, the first guide edge being located in one of the energy-absorbing cavities and abutting against the isolation plate, and a second end of the roller plate being the end of the isolation plate away from the first guide edge, the second end being bent toward the energy-absorbing cavity where the first guide edge is located to form a second guide edge.

2. The rocker rail structure according to claim 1, characterized by The roller plate also includes a top plate formed by bending, a first side plate, a first bottom plate, an inclined plate, a second side plate, and a second bottom plate. The first side plate, the first bottom plate, and the first guide edge are sequentially connected to one side of the top plate to form an energy absorption cavity. The inclined plate, the second side plate, the second bottom plate, and the isolation plate are sequentially connected to the other side of the top plate to form another energy-absorbing cavity.

3. The rocker rail structure of claim 2, wherein, The second guide edge abuts against the top plate, and the second guide edge is welded to the top plate.

4. The rocker rail structure of claim 2, wherein The threshold beam structure also includes a connector, which includes a connecting plate. One end of the connecting plate is connected to the first base plate, and the other end of the connecting plate is connected to the second base plate. One end of the connecting plate is welded to the first base plate, and the other end of the connecting plate is welded to the second base plate.

5. The rocker rail structure of claim 4, wherein The connector also includes two connecting seats, which are connected to the connecting plate extending away from the energy absorption cavity. The connecting seats are used to connect the outer door sill plate or the inner door sill plate.

6. The rocker rail structure of claim 2, wherein, The crossbeam forms an electrophoresis hole that communicates with the energy absorption cavity. Some of the electrophoresis holes are located on the top plate and the first bottom plate, and some of the electrophoresis holes are located on the inclined plate, the second side plate, and the second bottom plate.

7. A vehicle body structure comprising the sill beam structure as described in any one of claims 1 to 6, characterized in that, The vehicle body structure also includes an inner sill plate, an outer sill plate, and a battery module; the inner sill plate is connected to the battery module, the inner sill plate and the outer sill plate form a receiving cavity, the crossbeam is disposed in the receiving cavity, and the energy-absorbing cavity having the first guide edge and the second guide edge faces the inner sill plate.

8. The vehicle body structure according to claim 7, characterized in that, The crossbeam is connected to the outer sill plate, and the crossbeam is spaced apart from the inner sill plate.

9. The vehicle body structure according to claim 8, characterized in that, The crossbeam is welded to the outer sill plate, and / or the crossbeam is bonded to the outer sill plate, and / or the crossbeam is connected to the outer sill plate by fasteners.

10. The vehicle body structure according to claim 7, characterized in that, The threshold outer panel includes a first outer panel, a second outer panel, a third outer panel, a fourth outer panel, and a fifth outer panel formed by bending. The first outer panel, the second outer panel, the third outer panel, the fourth outer panel, and the fifth outer panel are sequentially connected to form an integral structure. The threshold inner panel includes a first inner panel, a second inner panel, a third inner panel, a fourth inner panel, and a fifth inner panel formed by bending. The first inner panel, the second inner panel, the third inner panel, the fourth inner panel, and the fifth inner panel are sequentially connected to form an integral structure. The first outer plate is connected to the first inner plate, the fifth outer plate is connected to the fifth inner plate, and the second outer plate, the third outer plate, the fourth outer plate, the second inner plate, the third inner plate, and the fourth inner plate form the accommodating cavity; The vehicle body structure also includes a side panel, one end of which is connected to the first outer panel and the other end of which is connected to the third outer panel. The side panel's projection onto the sill panel covers the connection between the sill panel and the crossbeam.

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