Roller pressure threshold structure capable of stable energy absorption

Abstract

The utility model discloses a kind of roller pressure door sill structures of stable energy absorption, including outer plate, inner plate and energy absorption assembly;The section of outer plate and inner plate is all several Chinese character shape structure, and the opening end of both is welded after butt joint at flange edge, and the door sill cavity with the section of rectangular is formed;The energy absorption assembly is set in door sill cavity, and is formed by first roller pressure piece, second roller pressure piece stitch welding, forms first energy absorption cavity and second energy absorption cavity, and first energy absorption cavity is located at the outside of second energy absorption cavity;The section of first energy absorption cavity is less than the section of second energy absorption cavity;First energy absorption cavity, second energy absorption cavity gradually increase in cavity section from outside to inside in along the transverse direction of car body.The utility model has the characteristics of low cost, energy absorption stability, good safety.

Description

Technical Field

[0001] This utility model relates to the field of automotive anti-collision technology, specifically to a roll-pressed door sill structure that can stably absorb energy. Background Technology

[0002] With the development of the automotive industry, users have increasingly higher requirements for vehicle safety. Side impacts, as a common type of traffic accident, pose a significant threat to the lives of occupants. Since the sides of a car lack sufficient energy-absorbing buffer zones compared to the front and rear, ensuring sufficient rigidity of the side body and dispersing the impact force during a side impact is an effective way to reduce occupant injury. The sill reinforcement beam, as a crucial component of the vehicle's frame, plays a vital role in resisting side impact deformation and protecting occupant safety. Traditional gasoline-powered vehicles often use sill reinforcement beams made of complex stamped and welded parts, which have weak force transmission and dispersion capabilities and poor force-displacement curve continuity during side impacts, easily leading to problems such as localized crushing and structural component collapse during the collision. To meet more stringent regulations, new energy vehicles often adopt aluminum alloy sill reinforcement designs, but this significantly increases costs compared to traditional gasoline-powered vehicles. Furthermore, to effectively meet more stringent side impact and battery pack protection requirements, aluminum alloy reinforcements are generally larger, resulting in increased weight. Utility Model Content

[0003] This invention aims to overcome the deficiencies of existing technologies and provide a stable energy-absorbing roller-pressed threshold structure to solve the problems mentioned in the background art.

[0004] To achieve the above objectives, the present invention adopts the following technical solution:

[0005] A roll-pressed sill structure capable of stable energy absorption includes an outer plate, an inner plate, and an energy-absorbing component; both the outer plate and the inner plate have a Z-shaped cross-section, and their open ends are joined together and welded at the flange edge to form a sill cavity with a rectangular cross-section.

[0006] The energy-absorbing component is disposed in the sill cavity and is welded together from the first roller pressing component and the second roller pressing component to form a first energy-absorbing cavity and a second energy-absorbing cavity. The first energy-absorbing cavity is located outside the second energy-absorbing cavity. The cross-section of the first energy-absorbing cavity is smaller than that of the second energy-absorbing cavity. The cross-sections of the first energy-absorbing cavity and the second energy-absorbing cavity gradually increase from the outside to the inside along the transverse direction of the vehicle body.

[0007] The aforementioned stable energy-absorbing roller-pressed threshold structure has the following features: the first roller-pressed component is a trapezoidal structure with one end open after being rotated 90 degrees, with the open end located on the lower base of the trapezoid, and the lower base being longer than the upper base; the second roller-pressed component is a Z-shaped structure after being rotated 90 degrees; the closed end of the first roller-pressed component overlaps and is welded to the inner wall of the outer plate; the open end of the first roller-pressed component overlaps and is welded to the closed end of the Z-shaped structure of the second roller-pressed component; and the open end of the second roller-pressed component overlaps and is welded to the inner wall of the inner plate.

[0008] The aforementioned roll-pressed threshold structure that can stably absorb energy has a first roll-pressed component with a trapezoidal structure in which the ratio of the upper base to the lower base is between 0.6 and 0.8, and the four corners of the trapezoid are rounded.

[0009] The above-mentioned stable energy-absorbing roller-pressed sill structure has the following characteristics: the width L1 of the first energy-absorbing cavity is 0.25-0.3 times the width L2 of the sill cavity, and the height of the first energy-absorbing cavity is 0.35-0.45 times the height of the sill cavity; the width of the second energy-absorbing cavity is 0.4-0.45 times the width of the sill cavity, and the height of the second energy-absorbing cavity is 0.55-0.65 times the height of the sill cavity.

[0010] In the aforementioned stable energy-absorbing roller-pressed sill structure, the ratio of the cross-sectional area S1 of the first energy-absorbing cavity to the cross-sectional area S2 of the second energy-absorbing cavity is between 0.25 and 0.33; the relationship between the sum of the cross-sectional areas of the first and second energy-absorbing cavities (S1+S2) and the cross-sectional area S3 of the sill cavity is between 0.4 and 0.7. Beneficial effects

[0011] Compared with the prior art, this utility model has the following advantages: First, the first and second energy-absorbing cavities, which are set in the sill cavity and gradually increase in cross-section from the outside to the inside along the vehicle body, can gradually collapse during a collision, thus playing both an energy-absorbing role and a certain supporting role, achieving stable energy absorption. The first and second energy-absorbing cavities can play a stable energy-absorbing role during a collision. Second, the design scheme of roller-pressed parts welding allows the first and second energy-absorbing cavities to be directly welded to the outer and inner panels of the sill. Compared with the aluminum alloy energy-absorbing components connected to the outer and inner panels of the sill, the bracket is omitted, reducing costs and simplifying the process. Third, the shape of the first roller-pressed part is a trapezoidal structure with one end open after rotating 90 degrees. During the collision and crushing, the length of the lower bottom edge is greater than the length of the upper bottom edge, which is beneficial to the structural stability in the initial stage of the collision. The large structural size in the initial stage of the collision is the critical period for determining energy-absorbing deformation, thereby guiding the first energy-absorbing cavity to gradually deform along the vehicle body and reliably absorb energy. Attached Figure Description

[0012] The present invention will now be described in further detail with reference to the accompanying drawings.

[0013] Figure 1This is a schematic diagram of the overall structure of this utility model;

[0014] Figure 2 This is a schematic cross-sectional view of the overall structure of this utility model;

[0015] Figure 3 This is another cross-sectional schematic diagram of the overall structure of this utility model;

[0016] Figure 4 This is a schematic diagram of the structural deformation in the side column collision simulation analysis of this utility model;

[0017] Figure 5 This utility model is a schematic diagram of the deformation force-displacement curve for side column collision simulation analysis; Detailed Implementation

[0018] The present invention will be further described in detail below with reference to the accompanying drawings and embodiments.

[0019] like Figure 1-4 As shown, this utility model includes an outer panel 1, an inner panel 2, and an energy-absorbing component. Both the outer panel 1 and the inner panel 2 have a U-shaped cross-section. Their open ends are joined and welded together at the flange edge to form a sill cavity 3 with a rectangular cross-section. Along the transverse direction of the vehicle body, the outer panel 1 is located outside the inner panel 2; that is, for the left sill, the outer panel 1 is located to the left of the inner panel 2, and for the right sill, the outer panel 1 is located to the right of the inner panel 2.

[0020] The energy-absorbing component is disposed in the sill cavity 3 and is welded together from the first roller pressing component 4 and the second roller pressing component 5 to form the first energy-absorbing cavity 4-1 and the second energy-absorbing cavity 5-1. The first energy-absorbing cavity 4-1 is located outside the second energy-absorbing cavity 5-1, where "outer side" refers to the side relative to the vehicle body's transverse direction. The cross-section of the first energy-absorbing cavity 4-1 is smaller than the cross-section of the second energy-absorbing cavity 5-1. The cross-sections of the first energy-absorbing cavity 4-1 and the second energy-absorbing cavity 5-1 gradually increase from the outside to the inside along the transverse direction of the vehicle body.

[0021] Within the sill cavity 3, a first energy-absorbing cavity 4-1 and a second energy-absorbing cavity 5 are arranged along the transverse direction of the vehicle body, with their cross-sections gradually increasing from the outside to the inside. These cavity types can gradually collapse during a collision, serving both an energy-absorbing function and a certain degree of support, thus achieving stable energy absorption. The first energy-absorbing cavity 4 and the second energy-absorbing cavity 5 play a role in stabilizing energy absorption during a collision, such as... Figure 4 The diagram shows the structural deformation of the sill reinforcement beam structure during a side-pillar impact simulation analysis using LS-DYNA (LS-DYNA is a fully functional nonlinear finite element program for geometric, material, and contact analysis, and is also a widely used nonlinear finite element program for structural analysis). The diagram shows that the first energy-absorbing cavity 4-1 collapses first, followed by the second energy-absorbing cavity 5-1, which then gradually collapses. The energy absorption of both cavities is stable during collapse, and the collapse is gradual and lateral along the vehicle body. Figure 5 The figure shows a force-displacement simulation diagram. The solid line is a schematic diagram of the deformation force-displacement curve of the Ls-dyna side column impact simulation analysis using an aluminum alloy sill structure. The dashed line is a schematic diagram of the analysis results of the sill structure of this utility model. It can be seen from the figure that as the crushing displacement increases, the force on this utility model gradually increases linearly, and the energy absorption is stable.

[0022] The first roller pressing component 4 and the second roller pressing component 5 can be designed as follows: the first roller pressing component 4 is a trapezoidal structure with one end open after rotating 90 degrees, the open end is located on the lower base of the trapezoid, and the lower base of the trapezoid is longer than the upper base; the second roller pressing component 5 is a Z-shaped structure after rotating 90 degrees; the closed end of the first roller pressing component 4 overlaps and is welded to the inner wall of the outer plate 1; the open end of the first roller pressing component 4 overlaps and is welded to the Z-shaped closed end of the second roller pressing component 5; the open end of the second roller pressing component 5 overlaps and is welded to the inner wall of the inner plate 2.

[0023] To achieve stable energy absorption in the initial stage of a collision, the following design can be adopted: the ratio of the upper base to the lower base of the trapezoidal structure of the first roller pressing component 4 is between 0.6 and 0.8, and the four corners of the trapezoid are rounded to facilitate stable collapse and energy absorption. The upper base of the trapezoid is smaller than the lower base, resulting in better stability during crushing.

[0024] To further ensure the stability of the energy-absorbing components, the following design can be adopted: the width L1 of the first energy-absorbing cavity 4-1 is 0.25-0.3 times the width L2 of the sill cavity 3, and the height of the first energy-absorbing cavity 4-1 is 0.35-0.45 times the height of the sill cavity 3; the width L3 of the second energy-absorbing cavity 5-1 is 0.4-0.45 times the width L2 of the sill cavity 3, and the height of the second energy-absorbing cavity 5-1 is 0.55-0.65 times the height of the sill cavity 3. The height of the first energy-absorbing cavity 4-1 mentioned above refers to the average height, that is, the arithmetic mean of the lengths of the upper and lower bases of the trapezoidal structure of the first energy-absorbing cavity 4-1; similarly, the height of the second energy-absorbing cavity 5-1 also refers to the average height.

[0025] Of course, the two energy-absorbing cavities can also be limited by their cross-sectional areas: the ratio of the cross-sectional area S1 of the first energy-absorbing cavity 4-1 to the cross-sectional area S2 of the second energy-absorbing cavity 5-1 is between 0.25 and 0.33; the relationship between the sum of the cross-sectional areas of the first energy-absorbing cavity 4-1 and the second energy-absorbing cavity 5-1, S1+S2, and the cross-sectional area S3 of the threshold cavity 3 is between 0.4 and 0.7.

Claims

1. A roll-pressed sill structure capable of stable energy absorption, characterized in that, It includes an outer panel (1), an inner panel (2), and an energy-absorbing component; the cross-sections of the outer panel (1) and the inner panel (2) are both zig-shaped structures, and the two open ends are welded together at the flange edge to form a threshold cavity (3) with a rectangular cavity cross-section. The energy-absorbing component is disposed in the sill cavity (3) and is formed by welding together the first roller (4) and the second roller (5) to form the first energy-absorbing cavity (4-1) and the second energy-absorbing cavity (5-1). The first energy-absorbing cavity (4-1) is located outside the second energy-absorbing cavity (5-1). The cross-section of the first energy-absorbing cavity (4-1) is smaller than the cross-section of the second energy-absorbing cavity (5-1). The cross-sections of the first energy-absorbing cavity (4-1) and the second energy-absorbing cavity (5-1) gradually increase from the outside to the inside along the transverse direction of the vehicle body.

2. The stable energy-absorbing roller-pressed sill structure according to claim 1, characterized in that, The first roller pressing part (4) has a trapezoidal structure with one end open after rotating 90 degrees. The open end is located on the lower base of the trapezoid, and the lower base of the trapezoid is longer than the upper base. The second roller pressing part (5) has a Z-shaped structure after rotating 90 degrees. The closed end of the first roller pressing part (4) overlaps and is welded to the inner wall of the outer plate (1). The open end of the first roller pressing part (4) overlaps and is welded to the closed end of the Z-shaped part of the second roller pressing part (5). The open end of the second roller pressing part (5) overlaps and is welded to the inner wall of the inner plate (2).

3. The stable energy-absorbing roller-pressed sill structure according to claim 2, characterized in that, The ratio of the upper base to the lower base of the trapezoidal structure of the first roller pressing part (4) is between 0.6 and 0.8, and the four corners of the trapezoid are rounded.

4. The stable energy-absorbing roller-pressed sill structure according to claim 1, characterized in that, The width L1 of the first energy-absorbing cavity (4-1) is 0.25-0.3 times the width L2 of the threshold cavity (3), and the height of the first energy-absorbing cavity (4-1) is 0.35-0.45 times the height of the threshold cavity (3); the width of the second energy-absorbing cavity (5-1) is 0.4-0.45 times the width of the threshold cavity (3); and the height of the second energy-absorbing cavity (5-1) is 0.55-0.65 times the height of the threshold cavity (3).

5. The stable energy-absorbing roller-pressed sill structure according to claim 1, characterized in that, The ratio of the cross-sectional area S1 of the first energy-absorbing cavity (4-1) to the cross-sectional area S2 of the second energy-absorbing cavity (5-1) is between 0.25 and 0.33; the relationship between the sum of the cross-sectional areas of the first energy-absorbing cavity (4-1) and the second energy-absorbing cavity (5-1) (S1+S2) and the cross-sectional area S3 of the threshold cavity (3) is between 0.4 and 0.7.

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