Automobile rocker beam assembly and vehicle

Abstract

The utility model provides a kind of automobile door sill beam assembly, and door sill inner plate and door sill outer plate buckle and form the cavity structure of closed section, to enhance the bending and torsion resistance, and set up door sill beam assembly in cavity structure. The connecting support in door sill beam assembly is connected with the inner wall of door sill beam body and door sill inner plate respectively, to strengthen internal support. Side wall outer plate is covered in the outside of door sill outer plate, and the one end of floor assembly is overlapped with the outside of door sill inner plate, to ensure structural stability. This design can effectively disperse torsional force, improve bending and torsion resistance, and absorb and disperse impact force when side collision, protect people and key components in vehicle. The above-mentioned automobile door sill beam assembly is simple in structure, can balance cost and safety performance, and meets the demand of market for higher crash safety. The utility model further provides a vehicle with the above-mentioned automobile door sill beam assembly.

Description

Technical Field

[0001] This utility model belongs to the field of door sill beam technology, and specifically relates to an automobile door sill beam assembly and vehicle. Background Technology

[0002] In today's automotive industry, with consumers increasingly focused on vehicle crash safety and crash test standards constantly rising, side-impact safety performance has become a key consideration in vehicle design. In traditional vehicles, during a side collision, the sill beam directly intrudes into the passenger compartment, making passengers vulnerable to injury and failing to reliably protect them, thus compromising vehicle safety. To address this challenge, automakers are committed to strengthening the internal structure of the sill beam, improving its strength and rigidity, while also adhering to the trend of lightweight and high-strength body structures in new energy vehicles to enhance overall crash safety.

[0003] However, existing technologies have many shortcomings. Early mid-to-low-end models had simple sill beam structures, mostly using ordinary steel pipes and plates, which could only meet basic collision regulations and were unable to meet higher safety standards. Even though some models currently use aluminum alloy sill beams to improve safety performance, this type of solution has a simple structure and cannot meet increasingly stringent crash tests.

[0004] Furthermore, the existing plan does not fully consider the cost reduction strategy of replacing aluminum with steel, resulting in high upfront investment for new models and increased project risks. In addition, the current automotive market is highly competitive, and the length of the development cycle for a new model will affect sales expectations, while the overall material cost of the vehicle will decrease as production volume increases.

[0005] Therefore, how to overcome the above-mentioned technical defects is a problem that urgently needs to be solved by those skilled in the art. Utility Model Content

[0006] The purpose of this utility model is to provide an automobile door sill beam assembly and vehicle, which has a simple structure, can balance cost and safety performance, and meet the market demand for higher collision safety.

[0007] To solve the above-mentioned technical problems, this utility model provides an automobile door sill beam assembly, including a door sill beam component, an inner door sill plate, an outer door sill plate, an outer side panel, and a floor assembly;

[0008] The inner sill plate and the outer sill plate are fastened together to form a cavity structure with a closed cross section. The sill beam assembly is disposed in the cavity structure. One end of the side panel covers the outside of the outer sill plate. One end of the floor assembly overlaps with the outer side of the inner sill plate.

[0009] The sill beam assembly includes a sill beam body and a connecting bracket, the connecting bracket being connected to the sill beam body and the inner wall of the sill inner plate, respectively.

[0010] Optionally, in the above-mentioned automotive sill beam assembly, the sill beam component is a sill beam component made using an aluminum extrusion process, and the sill beam body is a sill beam made of aluminum alloy.

[0011] Optionally, in the above-mentioned automotive sill beam assembly, the sill beam assembly further includes a connecting rivet, and the sill beam body and the connecting bracket are connected by the connecting rivet.

[0012] Optionally, in the above-mentioned automobile sill beam assembly, the outer profile of the sill beam body is trapezoidal, and at least one partition is provided in the cavity of the sill beam body.

[0013] Optionally, in the above-mentioned automotive sill beam assembly, the sill beam assembly is a sill beam assembly manufactured using a high-pressure hot air expansion process.

[0014] Optionally, in the above-mentioned automotive door sill beam assembly, the door sill beam body is a door sill beam made of 1500HS-AS high-strength steel with a yield strength of 1500MPa.

[0015] Optionally, in the above-mentioned automobile sill beam assembly, the sill beam body and the connecting bracket are connected by protective welding.

[0016] Optionally, in the above-mentioned automobile sill beam assembly, the number of the connecting brackets is multiple, and the sill beam body between adjacent connecting brackets is provided with an outwardly protruding first reinforcing rib;

[0017] And / or, the sill beam body is provided with an inwardly recessed second reinforcing rib between the face opposite to the outer sill plate.

[0018] Optionally, in the above-mentioned car door sill beam assembly, the inner door sill plate and the outer door sill plate are respectively provided with an upper flange and a lower flange at both ends, the upper flange of the inner door sill plate is connected to the upper flange of the outer door sill plate, and the lower flange of the inner door sill plate is connected to the lower flange of the outer door sill plate.

[0019] And / or, one end of the floor assembly has a floor flange that overlaps with the outer side of the inner sill plate.

[0020] Optionally, in the above-mentioned automobile sill beam assembly, the upper flange of the inner sill plate and the upper flange of the outer sill plate are connected by resistance spot welding, and the lower flange of the inner sill plate and the lower flange of the outer sill plate are connected by resistance spot welding.

[0021] And / or, the floor flange is welded to the outer side of the inner sill plate;

[0022] And / or, the connecting bracket and the inner sill plate are connected by resistance spot welding.

[0023] Optionally, in the above-mentioned automotive sill beam assembly, the sill beam assembly and the inner sill plate are connected by structural adhesive.

[0024] Optionally, in the above-mentioned automobile door sill beam assembly, the inner sill plate is provided with reinforcing ribs.

[0025] Optionally, in the above-mentioned automobile door sill beam assembly, the connecting bracket is a stamped part made of ordinary steel plate;

[0026] And / or, the outer side panel is made of galvanized sheet.

[0027] This utility model also provides a vehicle, including the automobile door sill beam assembly as described above.

[0028] This utility model provides an automobile door sill beam assembly, the advantages of which are:

[0029] The inner and outer sill plates interlock to form a closed-section cavity structure, enhancing bending and torsional resistance. A sill beam assembly is housed within this cavity. Connecting brackets within the sill beam assembly are connected to both the sill beam body and the inner wall of the inner sill plate, reinforcing internal support. The outer side panel covers the outer side of the outer sill plate, and one end of the floor assembly overlaps with the outer side of the inner sill plate, ensuring structural stability. This design effectively disperses torsional forces, improves bending and torsional resistance, and absorbs and disperses impact forces during side collisions, protecting occupants and critical components. This automotive sill beam assembly is simple in structure, balances cost and safety performance, and meets market demands for higher collision safety.

[0030] In addition, this utility model also provides a vehicle with the above-mentioned automobile door sill beam assembly, which has the same beneficial effects, and will not be described in detail here. Attached Figure Description

[0031] To more clearly illustrate the technical solutions in the embodiments of this utility model or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only embodiments of this utility model. For those skilled in the art, other drawings can be obtained based on the provided drawings without creative effort.

[0032] Figure 1 A schematic diagram of the structure of an automobile door sill beam assembly provided in an embodiment of this utility model;

[0033] Figure 2 This is a structural schematic diagram of an automotive door sill beam assembly using aluminum extrusion process provided in Embodiment 1 of the present invention;

[0034] Figure 3 This is a structural schematic diagram of the aluminum alloy door sill beam assembly provided in Embodiment 1 of this utility model;

[0035] Figure 4 This is a schematic diagram of the structure of the inner threshold plate provided in Embodiment 1 of this utility model;

[0036] Figure 5 A partial enlarged view of the inner sill plate provided in Embodiment 1 of this utility model;

[0037] Figure 6 A schematic diagram of the connection between the inner sill plate and the aluminum alloy sill beam assembly provided in Embodiment 1 of this utility model;

[0038] Figure 7 This is a structural schematic diagram of the threshold beam body provided in Embodiment 1 of this utility model;

[0039] Figure 8 This is a schematic diagram of the connection between the connecting bracket and the sill beam body provided in Embodiment 1 of this utility model;

[0040] Figure 9 This is a schematic diagram of the structure of the connecting bracket and the inner sill plate provided in Embodiment 1 of this utility model, which are connected by resistance spot welding.

[0041] Figure 10 A schematic diagram of the structure of the automobile door sill beam assembly using high-pressure hot air expansion process provided in Embodiment 2 of this utility model;

[0042] Figures 11-12 This is a schematic diagram of the connection between the connecting bracket and the sill beam body provided in Embodiment 2 of this utility model;

[0043] Figures 13-14 This is a cross-sectional view of the cavity of the threshold beam body provided in Embodiment 2 of this utility model;

[0044] Figure 15 This is a schematic diagram of the wax injection direction for an automotive door sill beam assembly using a high-pressure hot air expansion process, provided in Embodiment 2 of this utility model.

[0045] In the image above:

[0046] A-Automotive door sill beam assembly;

[0047] 100 - Sill beam assembly; 110 - Sill beam body; 120 - Connecting rivet; 130 - Connecting bracket; 131 - Welding point; 132 - Plug weld hole; 140 - Structural adhesive;

[0048] 200 - Inner sill plate; 210 - Upper flange of inner plate; 220 - Lower flange of inner plate; 230 - Reinforcing concave rib; 240 - Second reinforcing rib; 250 - First reinforcing rib;

[0049] 300 - Door sill outer panel; 310 - Upper outer panel flange; 320 - Lower outer panel flange;

[0050] 400-side outer panel;

[0051] 500 - Floor Components. Detailed Implementation

[0052] The embodiments of this utility model are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain this utility model, and should not be construed as limiting this utility model.

[0053] The core of this utility model is to provide an automobile door sill beam assembly and vehicle, which has a simple structure, can balance cost and safety performance, and meet the market demand for higher collision safety.

[0054] To enable those skilled in the art to better understand the technical solutions provided by this utility model, the present utility model will be further described in detail below with reference to the accompanying drawings and specific embodiments.

[0055] For details, please refer to Figures 1-15 The present invention provides an automobile door sill beam assembly A, comprising: door sill beam assembly 100, door sill inner panel 200, door sill outer panel 300, side panel outer panel 400 and floor assembly 500.

[0056] Both the inner sill plate 200 and the outer sill plate 300 resemble U-shaped bent plates. Their inwardly concave sides are positioned opposite each other and interlocked to form a cavity structure. This cavity structure has a closed cross-section. Firstly, the geometry of the closed cross-section, such as a hollow cylinder or rectangular tube, effectively disperses torsional forces and reduces local stress concentration due to its large moment of inertia, thus maintaining better integrity and stability when subjected to external torque. Secondly, the closed structure also provides higher structural stability, enhances the load-bearing capacity of the components, and resists deformation.

[0057] The sill beam assembly 100 is disposed within the cavity structure, one end of the side outer panel 400 covers the outer side of the sill outer panel 300, and one end of the floor assembly 500 overlaps with the outer side of the sill inner panel 200.

[0058] The sill beam assembly 100 includes a sill beam body 110 and a connecting bracket 130. The connecting bracket 130 is connected to the sill beam body 110 and the inner wall of the sill inner plate 200, respectively, thereby forming a sill beam structure that is stably supported in the cavity structure.

[0059] This utility model provides an automotive sill beam assembly A, in which an inner sill plate 200 and an outer sill plate 300 are interlocked to form a closed-section cavity structure to enhance bending and torsional resistance. A sill beam assembly 100 is installed within this cavity structure. Connecting brackets 130 in the sill beam assembly 100 are connected to the sill beam body 110 and the inner wall of the inner sill plate 200, thereby strengthening internal support. A side panel 400 covers the outer side of the outer sill plate 300, and one end of the floor assembly 500 overlaps with the outer side of the inner sill plate 200 to ensure structural stability. This design effectively disperses torsional forces, improves bending and torsional resistance, and absorbs and disperses impact forces during side collisions, protecting occupants and critical components. The aforementioned automotive sill beam assembly A has a simple structure, balances cost and safety performance, and meets market demands for higher collision safety.

[0060] For the aforementioned automotive sill beam assembly A, different manufacturing processes can be employed. In particular, the sill beam body 110 of the sill beam assembly 100 exhibits slightly different construction methods and requires varying costs. The specific process can be flexibly chosen based on the actual project development situation.

[0061] Of course, it should be noted that the external contour boundary of the sill beam assembly 100 under the above two processes can remain consistent. At the same time, after CAE collision analysis and optimization design of the internal structure, both schemes can meet the same collision safety performance level requirements.

[0062] To improve the stability of the snap-fit ​​connection, such as Figure 2 As shown, the inner sill plate 200 and the outer sill plate 300 are respectively provided with an upper flange and a lower flange at both ends. That is, the inner sill plate 200 has an upper inner flange 210 at the top and an lower inner flange 220 at the bottom, and the outer sill plate 300 has an upper outer flange 310 at the top and an lower outer flange 320 at the bottom. The upper inner flange 210 and the upper outer flange 310 are connected, and the lower inner flange 220 and the lower outer flange 320 are connected. Specifically, they can be connected by resistance spot welding after the corresponding flanges are butt-jointed.

[0063] Similarly, one end of the floor assembly 500 has a floor flange, which overlaps with the outer side of the sill inner panel 200. Specifically, spot welding can be used for connection. This is particularly effective for connecting thin plates such as the floor assembly 500 and the sill inner panel 200. The operation time is short, the efficiency is high, and it can effectively improve the connection strength and durability with minimal impact on material properties.

[0064] The connection between the sill beam assembly 100 and the inner sill plate 200 can be achieved using structural adhesive 140. Structural adhesive 140 is a high-strength adhesive suitable for bonding structural components with high load-bearing capacity. The structural adhesive 140 can be arranged in one or more continuous strips along the length between the sill beam assembly 100 and the inner sill plate 200. This method ensures the continuity and integrity of the connection, is suitable for applications requiring resistance to large shear and tensile forces, and effectively improves the strength and rigidity of the sill assembly, enhancing its resistance to deformation during vehicle operation. Alternatively, it can be arranged in segments or points, with multiple segments or points spaced apart. Structural adhesive 140 is typically applied to key load-bearing areas such as the front, middle, and rear ends of the sill beam assembly 100. The spacing between adjacent segments or points can be determined based on actual conditions. This ensures connection strength while effectively preventing abnormal noise.

[0065] To further improve the local rigidity of the parts, the inner sill plate 200 is provided with reinforcing ribs 230. Specifically, such as... Figures 4-5 As shown, the distribution of the reinforcing ribs 230 can also be consistent with the arrangement of the structural adhesive 140, so that the structural adhesive 140 can be arranged in the reinforcing ribs 230 at the same time.

[0066] The connecting bracket 130 can be a stamped part made of ordinary steel plate, which is a general-purpose part and can reduce tooling costs. The side panel 400 is made of galvanized sheet, which can improve the vehicle's corrosion resistance.

[0067] The inner sill plate 200 and the outer sill plate 300 are interlocked to form a closed cavity. A sill beam assembly 100 is installed inside, connected to the inner sill plate 200 via a connecting bracket 130, further strengthening the internal structure and evenly distributing stress. The side panel 400 covers the outer side of the outer sill plate 300, and the floor assembly 500 overlaps the outer side of the inner sill plate 200, enhancing the overall structural integrity and protecting against collisions and external impacts. This design allows the vehicle to achieve superior performance and efficiency while ensuring safety.

[0068] In both of the above processes, the sill beam assembly 100 and the inner sill plate 200 are flexibly connected using structural adhesive 140, with sufficient gaps reserved between each overlapping surface, such as... Figure 6 As shown, this is also to achieve better electrophoresis results, and at the same time, the cavity wax injection anti-corrosion technology of the threshold beam cavity is applied.

[0069] In this case, a small assembly is formed by using the connecting bracket 130, the sill beam body 110, and the structural adhesive 140, and then it is positioned and connected to the inner sill plate 200. The bottom surface is connected by resistance spot welding, and the sides are bonded with structural adhesive. The two process solutions are consistent.

[0070] Taking the aluminum extrusion process and high-pressure hot gas expansion process as examples, the differences of the sill beam assembly 100 under different process methods are described in detail.

[0071] Example 1:

[0072] like Figures 2-9 As shown, the sill beam assembly 100 is manufactured using an aluminum extrusion process, and the sill beam body 110 is a sill beam made of aluminum alloy, specifically 6-series aluminum alloy. The actual process involves, for example, heating and softening aluminum castings, then placing them into the ingot cylinder of an extrusion press. A high-thrust hydraulic rod pushes the extrusion rod, and the heated and softened aluminum alloy is extruded from the forming hole of the die under strong pressure to obtain the final product.

[0073] The sill beam assembly 100 also includes connecting rivets 120, which connect the sill beam body 110 and the connecting bracket 130. See details. Figure 8 Riveting is a process suitable for connecting steel plates and aluminum plates.

[0074] like Figure 3 As shown, the connecting bracket 130 has an "Ω" shaped structure, with its central convex surface fitting against the lower surface of the sill beam body 110. Rivet holes are provided between the fitting surfaces of the connecting bracket 130 and the sill beam body 110, allowing the central convex surface of the connecting bracket 130 to be connected to the sill beam body 110 via connecting rivets 120. Bracket flanges are provided at both ends of the connecting bracket 130, and these flanges abut against the inner sill plate 200 and are connected by resistance spot welding. Figure 9 As shown. The number of rivet holes can be adjusted according to actual needs.

[0075] The sill beam body 110 has a trapezoidal cross-section, and at least one partition is provided inside the cavity of the sill beam body 110 to improve structural strength. The cross-section of the sill beam body 110 is as follows: Figure 7 As shown, the structure is trapezoidal from the outside to the inside of the vehicle, with two partitions forming three-layer cavity spaces. The volume of the three-layer cavity spaces increases sequentially, from small to large. The closer to the passenger compartment and the closer to the battery, the greater the structural strength and the better the energy absorption effect, which can better improve the vehicle's side collision capability.

[0076] Example 2:

[0077] like Figures 10-15 As shown, the sill beam assembly 100 is manufactured using a high-pressure hot gas expansion process. The actual process involves heating the pipes and plates to a certain temperature, increasing the material's deformability while significantly reducing its deformation resistance. Then, high-pressure gas is used to deform the blank, and the material is shaped using this pressure to obtain a specific cavity shape.

[0078] The sill beam body 110 is made of 1500HS-AS high-strength steel. This material has extremely high tensile strength, which significantly improves the strength and rigidity of the sill beam, enabling it to better withstand impact forces during vehicle collisions and provide critical support. To address these issues, a composite structure can be considered in the critical collision areas of the sill beam, combined with materials with better ductility, while advanced welding processes such as laser welding or spot welding can be used to compensate for its weldability shortcomings. This approach leverages the high strength of 1500HS-AS while optimizing its performance in practical applications.

[0079] The strength and stiffness characteristics of 1500HS-AS high-strength steel are far superior to those of 6-series aluminum alloys. Under the premise of ensuring the same energy absorption effect, the material thickness of the thermal expansion scheme can be as low as 1.4mm, which is beneficial to the lightweight design of the vehicle body.

[0080] In this process, the sill beam body 110 and the connecting bracket 130 are connected by shielded welding. The riveting holes in the connecting bracket 130, created during the aluminum extrusion process, are here used as shielded welding plug holes 132, as shown below. Figure 12 As shown.

[0081] When there are multiple connecting brackets 130, the sill beam body 110 between adjacent connecting brackets 130 is provided with an outwardly protruding first reinforcing rib 250. (See side view of sill beam body 110 for details) Figure 14 The increased space allows for the addition of energy-absorbing structures within the cavity.

[0082] The sill beam body 110 has an inwardly recessed second reinforcing rib 240 between its surface and the outer sill plate 300. For example... Figure 13 As shown, the B-pillar is a key area for lateral collision energy absorption. The door sill beam has an enlarged cavity feature at this location to increase the cavity's strength. Compared to the aluminum alloy door sill beam, it has reinforcing ribs in the area where it cooperates with the connecting bracket 130 and the inner door sill plate 200. As shown in the figure, compared to the aluminum alloy door sill beam, the thermal expansion door sill beam has an increased cavity space size and enhanced cross-sectional performance by stretching a through reinforcing rib at the top of its outer boundary. A second reinforcing rib 240 with a through groove is added to the outside to increase the cavity's bending and torsion resistance, greatly improving its ability to resist deformation.

[0083] In this embodiment, taking full account of the formability advantages of the hot air expansion process, and while ensuring that the boundaries of the areas where the two schemes meet with other parts are consistent, additional stiffeners are added to the passenger compartment and B-pillar areas, and the local cross-sectional size of the hot air expansion sill beam is increased to improve rigidity and lightweight design.

[0084] In summary, the two process methods corresponding to Embodiments 1 and 2 maximize the commonality of parts between the two design schemes, reducing the number of specialized parts. Compared with the high-pressure hot air expansion process, the cost of each 100mm sill beam assembly using the aluminum extrusion process is 770,000 RMB more per vehicle, while the tooling cost per vehicle is reduced by 2.5 million RMB. If the aluminum extrusion process is used for small-batch production in the early stages of the pre-research phase, the high-pressure hot air expansion process can be switched after mass production of the vehicle model, thus providing a significant margin for cost reduction in the body-in-white. Considering the significant differences in cost and investment between the two sill beam processes during the project initiation phase, the appropriate process can be flexibly chosen based on the actual project situation.

[0085] The current automotive market is highly competitive, and the length of the development cycle for a new model can affect sales expectations. At the same time, the material cost of the whole vehicle will decrease as production volume increases. Therefore, this utility model provides the above-mentioned cost reduction solution after mass production. In the early stage of vehicle production, an aluminum extrusion process with lower investment costs can be used. After the vehicle project successfully reaches the mass production stage and achieves a certain sales volume, a cost reduction solution can be provided, which can convert the car door sill beam assembly made by aluminum extrusion process into a car door sill beam assembly made by high-pressure hot air expansion process, so that the parts can be interchanged.

[0086] In addition, this utility model also provides a vehicle, including the automobile door sill beam assembly in the above specific embodiments.

[0087] Obviously, vehicles that include the aforementioned door sill beam assembly have the same beneficial effects, and no further limitations are made here.

[0088] In the above context, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature.

[0089] In the description of the embodiments of this application, unless otherwise stated, " / " means "or". For example, A / B can mean A or B. "And / or" in this article is merely a description of the relationship between related objects, indicating that there can be three relationships. For example, A and / or B can mean: A exists alone, A and B exist simultaneously, and B exists alone.

[0090] It should be noted that, for ease of description, only the parts relevant to the application are shown in the accompanying drawings. Unless otherwise specified, the embodiments and features described in this application can be combined with each other.

[0091] The above description is merely a preferred embodiment of this application and an explanation of the technical principles employed, and is not intended to limit this application. Various modifications and variations can be made to this application by those skilled in the art. The scope of this application is not limited to technical solutions formed by specific combinations of the above-described technical features, but should also cover other technical solutions formed by arbitrary combinations of the above-described technical features or their equivalents without departing from the above-described application concept. For example, technical solutions formed by substituting the above features with (but not limited to) technical features with similar functions disclosed in this application.

Claims

1. A car door sill beam assembly, characterized in that, Includes a sill beam assembly (100), an inner sill panel (200), an outer sill panel (300), an outer side panel (400), and a floor assembly (500). The inner sill plate (200) and the outer sill plate (300) are fastened together to form a cavity structure with a closed cross section. The sill beam assembly (100) is disposed in the cavity structure. One end of the side panel (400) covers the outside of the outer sill plate (300). One end of the floor assembly (500) overlaps with the outer side of the inner sill plate (200). The sill beam assembly (100) includes a sill beam body (110) and a connecting bracket (130), the connecting bracket (130) being connected to the sill beam body (110) and the inner wall of the sill inner plate (200) respectively.

2. The automotive door sill beam assembly according to claim 1, characterized in that, The sill beam assembly (100) is a sill beam assembly made using an aluminum extrusion process, and the sill beam body (110) is a sill beam made of aluminum alloy.

3. The automotive door sill beam assembly according to claim 2, characterized in that, The sill beam assembly (100) also includes a connecting rivet (120), through which the sill beam body (110) and the connecting bracket (130) are connected.

4. The automotive door sill beam assembly according to claim 2, characterized in that, The outer profile of the threshold beam body (110) is trapezoidal, and at least one partition is provided in the cavity of the threshold beam body (110).

5. The automotive door sill beam assembly according to claim 1, characterized in that, The sill beam assembly (100) is a sill beam assembly manufactured using a high-pressure hot air expansion process.

6. The automotive door sill beam assembly according to claim 5, characterized in that, The threshold beam body (110) is a threshold beam made of 1500HS-AS high-strength steel with a yield strength of 1500MPa. And / or, the threshold beam body (110) and the connecting bracket (130) are connected by protective welding.

7. The automotive door sill beam assembly according to claim 5, characterized in that, The number of the connecting brackets (130) is multiple, and the threshold beam body (110) between adjacent connecting brackets (130) is provided with an outwardly protruding first reinforcing rib; And / or, the sill beam body (110) is provided with an inwardly recessed second reinforcing rib between the face opposite to the sill outer plate (300).

8. The automotive door sill beam assembly according to claim 1, characterized in that, The upper flange of the inner sill plate (200) and the upper flange of the outer sill plate (300) are connected by resistance spot welding, and the lower flange of the inner sill plate (200) and the lower flange of the outer sill plate (300) are connected by resistance spot welding. And / or, one end of the floor assembly (500) has a floor flange, which is overlapped and welded to the outer side of the sill inner panel (200); And / or, the connecting bracket (130) and the inner sill plate (200) are connected by resistance spot welding.

9. The automotive door sill beam assembly according to claim 1, characterized in that, The sill beam assembly (100) and the sill inner plate (200) are connected by structural adhesive (140); And / or, the inner sill plate (200) is provided with reinforcing ribs (230).

10. A vehicle, characterized in that, Including the automotive door sill beam assembly (A) as described in any one of claims 1-9.

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