Vehicle body sill assembly structure and vehicle body
Patent Information
- Application Number
- PCT/CN2025/137922
- Authority / Receiving Office
- WO · WO
- Patent Type
- Applications
- Current Assignee / Owner
- Priority Date
- 2025-04-15
- Filing Date
- 2025-11-26
- Publication Date
- 2026-10-22
Smart Images
Figure CN2025137922_22102026_PF_FP_ABST
Abstract
Description
A body door sill assembly structure and body
[0001] This application claims priority to Chinese patent application filed on April 15, 2025, with application number 202510470103.2 and title "A Body Door Sill Assembly Structure and Body", the entire contents of which are incorporated herein by reference. Technical Field
[0002] This application relates to the field of vehicle door sills, specifically to a vehicle door sill assembly structure and a vehicle body. Background Technology
[0003] Electric vehicles are becoming the future trend of automotive development due to their better environmental benefits. Currently, the battery packs, which serve as the power source for electric vehicles, are relatively large, have high energy levels, and are located at the bottom of the vehicle. The protection of the battery pack directly affects major issues such as personnel safety and maintenance. Therefore, how to rationally arrange the vehicle body structure around the battery pack to better protect it has become an important research direction, especially for high-intensity external impacts such as side collisions and pole collisions.
[0004] The car door sill (also known as the door threshold or door bottom sill) is a key structural component on the side of the car body. It is located directly below the door, connecting the door to the bottom of the car body. It runs longitudinally through the bottom edge of the door and is part of the car body frame. It is usually made of high-strength steel or aluminum alloy to improve impact resistance.
[0005] In related technologies, the lower half of the vehicle sill section lacks an energy-absorbing support structure. During a pole collision, the lower half of the sill is prone to flipping inwards, resulting in excessive intrusion into the battery pack. Summary of the Invention
[0006] This application provides a vehicle sill assembly structure and vehicle body, which can solve the problem that the lower half of the traditional vehicle sill section has no energy-absorbing support structure, and during a pole collision, the lower half of the sill is prone to flipping inward into the vehicle, resulting in excessive intrusion into the battery pack.
[0007] In a first aspect, embodiments of this application provide a vehicle sill assembly structure, which includes:
[0008] A door ring, wherein a threshold inner plate is fixed to the inner side of the door ring, and a threshold reinforcing beam is fixed between the door ring and the threshold inner plate;
[0009] A door sill reinforcement plate is fixed between the door ring and the inner door sill plate, and is located below the door sill reinforcement beam along the vehicle height direction. A connecting bracket is fixed between the door sill reinforcement plate and the door sill reinforcement beam.
[0010] In combination with the first aspect, in one embodiment, the threshold reinforcing plate comprises:
[0011] a first plate body, which is bent and extends to form a first chamber and a second chamber, wherein the first chamber and the second chamber are spaced apart along the vehicle body width direction;
[0012] a second plate body, which is fixed between the first plate body and the door sill, the second plate body is bent and extends to form a third chamber, and the third chamber is located below the first chamber and the second chamber along the vehicle body height direction.
[0013] In combination with the first aspect, in one embodiment, the sum of the chamber areas of the first chamber and the second chamber is smaller than the area of the third chamber.
[0014] In combination with the first aspect, in one embodiment, the first plate body is generally arranged in a shape of the Chinese character "ri", and the portion of the first plate body located in the first chamber is equally divided into a first width section, a second width section, a third width section and a fourth width section from inside to outside along the vehicle body width direction;
[0015] The second plate body is generally arranged in a concave shape, both ends of the second plate body are fixed to the bottom of the first plate body, the bottom of the second plate body is fixed to the door sill, and a side wall of the second plate body adjacent to the inner side of the vehicle body is projected in the region of the second width section along the vehicle body height direction.
[0016] In combination with the first aspect, in one embodiment, the chamber area of the first chamber is larger than the area of the second chamber.
[0017] In combination with the first aspect, in one embodiment, along the vehicle body height direction, the height of the first chamber is consistent with the height of the second chamber, and along the vehicle body width direction, the length of the first chamber is greater than the length of the second chamber.
[0018] In combination with the first aspect, in one embodiment, the material of the threshold reinforcing plate comprises steel, the material of the threshold reinforcing beam comprises aluminum, and a gap Y is provided between the threshold reinforcing plate and the threshold reinforcing beam along the vehicle body height direction;
[0019] Structural adhesive is coated between one end of the connecting bracket and the threshold reinforcing beam, and the connecting bracket is welded to the threshold reinforcing beam, and the other end of the connecting bracket is welded to the threshold reinforcing plate.
[0020] In combination with the first aspect, in one embodiment, the vehicle body threshold assembly structure further comprises:
[0021] a first seat cross member, which is fixed to the threshold inner plate via a seat front reinforcing plate.
[0022] In conjunction with the first aspect, in one embodiment, the vehicle sill assembly structure further includes:
[0023] The second crossbeam of the seat is located behind the first crossbeam of the seat along the length of the vehicle body, and the second crossbeam of the seat is fixed to the inner panel of the door sill via the rear reinforcing plate of the seat.
[0024] Secondly, embodiments of this application provide a vehicle body that includes the vehicle sill assembly structure as described in some of the above embodiments.
[0025] The beneficial effects of the technical solutions provided in this application include:
[0026] The sill inner panel is fixed inside the door ring, and a sill reinforcement beam is added between the two to improve the overall bending stiffness. The sill reinforcement plate is arranged below the sill reinforcement beam, forming a double layer of protection along the vehicle height direction, effectively dispersing the impact force during a pole collision. The sill reinforcement plate and the sill reinforcement beam are fixed together by a connecting bracket, which can guide the collision energy upward along the vehicle height direction, reducing the tendency of the lower half to roll into the vehicle. During the collision, energy is absorbed through structural deformation, reducing the risk of intrusion into the battery pack. The door ring, sill inner panel, sill reinforcement beam, and sill reinforcement plate enhance lateral rigidity and improve the efficiency of collision force transmission. The synergistic effect of the sill reinforcement beam and sill reinforcement plate further strengthens the support capacity of the lower area, avoids local collapse, effectively inhibits the lower half of the sill from rolling into the vehicle during a pole collision, reduces the risk of battery pack deformation, reduces impact damage to the passenger compartment and battery pack, and enhances the overall torsional resistance of the vehicle body. Attached Figure Description
[0027] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.
[0028] Figure 1 is a three-dimensional structural diagram of the vehicle door sill assembly;
[0029] Figure 2 is a front view of the structure in Figure 1;
[0030] Figure 3 is a schematic cross-sectional view of the first embodiment of the threshold reinforcement plate;
[0031] Figure 4 is a schematic cross-sectional view of the second embodiment of the threshold reinforcement plate;
[0032] Figure 5 is a schematic cross-sectional structure diagram of the third embodiment of the threshold reinforcement plate;
[0033] Figure 6 is a schematic diagram of four different sizes of second plates fixed below the first plate;
[0034] Figure 7 is a partially enlarged schematic diagram of the connecting bracket fixed between the sill reinforcement beam and the sill reinforcement plate in Figure 2.
[0035] Figure 8 is a structural schematic diagram of the sill reinforcement beam and sill reinforcement plate from the perspective of the vehicle width direction;
[0036] Figure 9 is a schematic diagram showing the relationship between the length, weight and intrusion amount of the threshold reinforcement plate analyzed by CAE model.
[0037] In the diagram: 1. Door ring; 2. Threshold reinforcing beam; 3. Threshold reinforcing plate; 31. First plate; 311. First chamber; 312. Second chamber; 32. Second plate; 321. Third chamber; 4. Inner sill plate; 5. First crossbeam of the seat; 6. Second crossbeam of the seat; 7. Front reinforcing plate of the seat; 8. Rear reinforcing plate of the seat; 9. Connecting bracket; 10. Structural adhesive;
[0038] L1, first width segment; L2, second width segment; L3, third width segment; L4, fourth width segment;
[0039] A. Welding point 1; B. Welding point 2; C. Welding point 3; D. Welding point 4; E. Welding point 5; F. Welding point 6; G. Welding point 7. Detailed Implementation
[0040] To enable those skilled in the art to better understand the present application, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present application, and not all embodiments. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of protection of the present application.
[0041] It is important to understand that electric vehicles, with their superior environmental benefits, are becoming the future trend of automotive development. Currently, the battery packs, which serve as the power source for electric vehicles, are relatively large, have high energy levels, and are located at the bottom of the vehicle. The protection of the battery pack directly affects critical issues such as personnel safety and maintenance. Therefore, how to rationally arrange the vehicle body structure around the battery pack to better protect it has become an important research direction, especially in the case of high-intensity external impacts such as side collisions and pole impacts.
[0042] The car door sill (also known as the door threshold or door bottom sill) is a key structural component on the side of the car body. It is located directly below the door, connecting the door to the bottom of the car body. It runs longitudinally through the bottom edge of the door and is part of the car body frame. It is usually made of high-strength steel or aluminum alloy to improve impact resistance.
[0043] Among them, the lower half of the door sill section lacks an energy-absorbing support structure. During a pole collision, the lower half of the door sill is prone to flipping inwards, resulting in excessive intrusion into the battery pack.
[0044] This application provides a vehicle sill assembly structure and vehicle body, which can solve the problem that the lower half of the traditional vehicle sill section has no energy-absorbing support structure, and during a pole collision, the lower half of the sill is prone to flipping inwards, resulting in excessive intrusion into the battery pack.
[0045] In a first aspect, as shown in Figures 1 and 2, an embodiment of this application provides a vehicle sill assembly structure, which includes: a door ring 1, an inner sill plate 4 fixed to the inner side of the door ring 1, and a sill reinforcing beam 2 fixed between the door ring 1 and the inner sill plate 4; a sill reinforcing plate 3, which is fixed between the door ring 1 and the inner sill plate 4 and located below the sill reinforcing beam 2 along the vehicle height direction, and a connecting bracket 9 is fixed between the sill reinforcing plate 3 and the sill reinforcing beam 2.
[0046] In this embodiment, the inner sill plate 4 is fixed inside the door ring 1, and a sill reinforcement beam 2 is added between the two to improve the overall bending stiffness. The sill reinforcement plate 3 is arranged below the sill reinforcement beam 2, forming a double layer of protection along the vehicle height direction, effectively dispersing the impact force during a pole collision. The sill reinforcement plate 3 and the sill reinforcement beam 2 are fixed together by a connecting bracket 9. The connecting bracket 9 can guide the collision energy to be transferred upward along the vehicle height direction, reducing the tendency of the lower half to roll into the vehicle. During the collision, energy is absorbed through structural deformation, reducing the risk of intrusion into the battery pack. The door ring 1, the inner sill plate 4, the sill reinforcement beam 2, and the sill reinforcement plate 3 enhance lateral rigidity and improve the efficiency of collision force transmission. The synergistic effect of the sill reinforcement beam 2 and the sill reinforcement plate 3 further strengthens the support capacity of the lower area, avoids local collapse, effectively suppresses the rollover of the lower half of the sill into the vehicle during a pole collision, reduces the risk of battery pack deformation, reduces impact damage to the passenger compartment and battery pack, enhances the overall torsional resistance of the vehicle body, and improves side collision safety and vehicle durability.
[0047] In conjunction with the first aspect, in one embodiment, as shown in Figures 1 and 2, the door sill reinforcement plate 3 includes: a first plate 31, which is bent and extended to form a first chamber 311 and a second chamber 312, the first chamber 311 and the second chamber 312 being spaced apart along the width direction of the vehicle body; and a second plate 32, which is fixed between the first plate 31 and the door ring 1, and is bent and extended to form a third chamber 321, the third chamber 321 being located below the first chamber 311 and the second chamber 312 along the height direction of the vehicle body.
[0048] In this embodiment, the first plate 31 is bent and extended to form a first chamber 311 and a second chamber 312 spaced apart along the width direction of the vehicle body. When the two chambers collide, they can absorb the lateral impact energy through deformation, and at the same time disperse the load to the door ring 1 and the inner sill plate 4, reducing local stress concentration. The spaced distribution design in the width direction enhances the lateral bending stiffness and suppresses the tendency of the lower half of the sill to flip inward in a pole collision. The second plate 32 is fixed between the first plate 31 and the door ring 1. Its third chamber 321 is located below the first chamber 311 and the second chamber 312 along the height direction of the vehicle body, forming a vertical layered support, further reducing the transmission of collision energy to the battery pack. The third chamber 321 improves the overall compressive stability of the lower area. The first chamber 311, the second chamber 312 and the third chamber 321 achieve gradient absorption of collision energy through the layered layout in the height direction.
[0049] In conjunction with the first aspect, in one embodiment, regarding the threshold reinforcement plate 3 in the lower half of the threshold, since the space size is mainly limited by the inner and outer thresholds and cannot be significantly adjusted, the cross-sectional ratio of the first plate 31 and the second plate 32 can be significantly adjusted. This changes the ratio of the area of the first chamber 311 and the second chamber 312 of the first plate 31 to the area of the third chamber 321 of the second plate 32. Moreover, the structure of this cross-section will determine the performance here, so it is necessary to conduct an effective performance analysis of this cross-section in the early stage. The main method is to compare the moments of inertia of different cross-sections. The calculation method and required formula for the main performance parameters of the cross-sectional moments of inertia are as follows: By confirming the force direction of the cross-section, the cross-sectional moments of inertia I1 and I2 are selected, as shown in Figures 3, 4 and 5. The secondary moments of inertia Ma of shafts 1 and 2 are measured by the 3D measurement tool in CAD software. Then, they are divided by the surface density (usually the surface density ρ is taken as ρ = 10 kg / m2). The formula is: I = Ma / ρ. The calculation results are shown in Table 1 below:
[0050] Table 1
[0051] As shown in Table 1 above, the optimal result is achieved by comparing the moments of inertia of the cross sections, namely, "the sum of the chamber areas of the first chamber 311 and the second chamber 312 is less than the area of the third chamber 321".
[0052] With reference to the first aspect, in one embodiment, as shown in Figure 6, the first plate body 31 is generally arranged in a shape of the Chinese character "Ri", the portion of the first plate body 31 located in the first chamber 311 is equally divided into a first width section L1, a second width section L2, a third width section L3 and a fourth width section L4 from the inside to the outside along the vehicle body width direction; the second plate body 32 is generally arranged in a concave shape, both ends of the second plate body 32 are fixed to the bottom of the first plate body 31, the bottom of the second plate body 32 is fixed to the door sill 1, and one side wall of the second plate body 32 itself close to the inner side of the vehicle body is projected along the vehicle body height direction within the region of the second width section L2.
[0053] Herein, Figure 6 analyzes the performance of four different sections of the sill reinforcement plate 3 after a pole impact. Since the upper part is affected by the inner and outer sill cavities, the section size cannot be adjusted, and the lower part has a large space, so the influence of different section sizes on the performance can be analyzed. As shown in Table 2, with an increment of 10mm as the unit, the intrusion amount to the battery pack after the pole impact is analyzed respectively when one side wall of the second plate body 32 itself close to the inner side of the vehicle body is projected along the vehicle body height direction within the regions of the first width section L1, the second width section L2, the third width section L3 and the fourth width section L4. It can be seen that the intrusion amount of the second width section L2 to the battery pack during the pole impact process is the smallest, and the second width section L2 is selected as the final solution.
[0054] Table 2
[0055] In this embodiment, on the original basis, a section moment of inertia optimization scheme (small upper part, large lower part) is selected to improve the bending stiffness and deformation resistance of the structure. By increasing the section area of the lower part (the third chamber 321), the material distribution is far away from the neutral axis, which significantly improves the moment of inertia, thereby enhancing the resistance of the section to bending loads. When the large lower section bears impact or lateral force, it can disperse stress concentration through a larger section moment of inertia and reduce the risk of local plastic deformation. The chamber area distribution (the first chamber 311 + the second chamber 312 < the third chamber 321) conforms to the principle of "strengthening the main force-bearing area", which optimizes the load transfer path. By projecting the side wall of the second plate body 32 close to the inner side of the vehicle body onto the second width section L2 (not L1 / L3 / L4), the intrusion amount is reduced (comparative data: the intrusion amount of L2 is 14.8mm, which is significantly lower than that of other regions). Selecting the L2 section as the projection region can balance the requirements of structural stiffness and deformation energy absorption, and avoid brittle failure caused by excessive rigidity. The two together enable the sill structure to achieve comprehensive performance under static load (such as vehicle body self-weight, bending torque) and dynamic load (such as pole impact, side impact) working conditions.
[0056] With reference to the first aspect, in one embodiment, as shown in Figure 2, the chamber area of the first chamber 311 is larger than the area of the second chamber 312.
[0057] In this embodiment, when the collision load is transmitted from the door ring 1, the smaller second chamber 312, due to its relatively low cross-sectional stiffness, will preferentially undergo plastic deformation, which can achieve a stable deformation rate and absorb most of the initial collision energy. The larger first chamber 311 provides rigid support, effectively suppressing the risk of overall buckling of the threshold caused by the deformation of the smaller second chamber 312.
[0058] In conjunction with the first aspect, in one embodiment, as shown in FIG2, the height of the first chamber 311 and the height of the second chamber 312 are the same along the vehicle height direction, and the length of the first chamber 311 is greater than the length of the second chamber 312 along the vehicle width direction.
[0059] In this embodiment, the first chamber 311 (longer in the width direction) and the second chamber 312 form a stepped bending section, which produces differentiated crushing deformation during side impact. The second chamber 312 preferentially undergoes progressive folding, while the first chamber 311 maintains support stability. The highly consistent cavity design ensures uniform distribution of Z-direction load.
[0060] In conjunction with the first aspect, in one embodiment, as shown in FIG7, the material of the sill reinforcement plate 3 includes steel, the material of the sill reinforcement beam 2 includes aluminum, and the sill reinforcement plate 3 and the sill reinforcement beam 2 are provided with a gap Y along the vehicle height direction; one end of the connecting bracket 9 is coated with structural adhesive 10 between it and the sill reinforcement beam 2 and is welded to the sill reinforcement beam 2, and the other end of the connecting bracket 9 is welded to the sill reinforcement plate 3.
[0061] In this embodiment, the value of the gap Y can be in the range of 2mm-4mm. For example, the value of the gap Y can be 2mm, 2.5mm, 3mm, 3.5mm or 4mm, etc., and this embodiment of the application does not limit it, nor is it limited to the above examples.
[0062] The coating thickness of the structural adhesive 10 can be 0.8mm-1.2mm. For example, the coating thickness of the structural adhesive 10 can be 0.8mm, 0.9mm, 1mm, 1.1mm or 1.2mm, etc. The embodiments of this application do not limit this, nor are they limited to the above examples.
[0063] In this embodiment, the low-cost steel-aluminum hybrid design of the threshold reinforcement beam 2 and threshold reinforcement plate 3 allows the aluminum profile and steel triangular reinforcement inside the threshold to fully absorb energy during side collisions, ensuring the structural integrity of the inner and outer thresholds. This prevents the threshold from becoming unstable during multi-point column collisions, thus avoiding excessive intrusion into the battery pack. Since the threshold reinforcement beam 2 is made of aluminum and the threshold reinforcement plate 3 is made of steel, there is a problem of electrochemical corrosion when they are matched and overlapped. Considering the stress situation of this structure during collisions, which is mainly in the Y direction and the gap in the Z direction does not affect the collision performance, as shown in Figure 7, a 3mm gap Y is designed between the threshold reinforcement beam 2 and the threshold reinforcement plate 3, and they are connected by the connecting bracket 9.
[0064] For example, the connecting bracket 9 is connected to the sill reinforcement beam 2 at welding point six F using flow drilling screw technology. To prevent electrochemical corrosion, structural adhesive 10 needs to be applied to the mating lap surface. Then, it is connected to the sill reinforcement plate 3 at welding point seven G using arc welding to achieve the function of fixing the sill reinforcement plate 3.
[0065] In conjunction with the first aspect, in one embodiment, as shown in Figures 1 and 2, the vehicle sill assembly structure further includes: a first seat crossbeam 5, which is fixed to the inner sill plate 4 via a front seat reinforcing plate 7.
[0066] In this embodiment, the first crossbeam 5 of the seat is fixedly connected to the inner sill plate 4 via the front reinforcing plate 7 of the seat. The front reinforcing plate 7 of the seat serves as an intermediate connecting member to achieve a transitional connection between the two. The front reinforcing plate 7 of the seat and the inner sill plate 4 are fixed by welding, forming a force transmission path of the first crossbeam 5 of the seat, the front reinforcing plate 7 of the seat, and the inner sill plate 4. By adding the front reinforcing plate 7 of the seat, the connection relationship between the first crossbeam 5 of the seat and the inner sill plate 4 is optimized.
[0067] In conjunction with the first aspect, in one embodiment, as shown in Figures 1 and 2, the vehicle sill assembly structure further includes: a second seat crossbeam 6, which is located behind the first seat crossbeam 5 along the length of the vehicle body, and the second seat crossbeam 6 is fixed to the inner sill plate 4 via a rear seat reinforcement plate 8.
[0068] In this embodiment, the second crossbeam 6 of the seat is arranged behind the first crossbeam 5 of the seat along the length of the vehicle body, forming a front and rear double crossbeam force transmission system, which effectively disperses the collision load. The double crossbeam structure improves the energy absorption rate of the offset collision and reduces the intrusion at the lower end of the B-pillar.
[0069] In this embodiment, both the front reinforcing plate 7 and the rear reinforcing plate 8 of the seat can be stamped steel parts, and the welding method with the inner sill plate 4 is laser spot welding, with a welding point spacing of 30mm-50mm. Exemplarily, the welding point spacing can be 30mm, 35mm, 40mm, 45mm or 50mm, etc., and this application embodiment does not limit it, nor is it limited to the above examples.
[0070] In addition, in this embodiment, the cross-section of the threshold reinforcing beam 2 can be a hollow rectangle, and its wall thickness can be 3mm-5mm. A positioning pin can be provided at the connection position between the threshold reinforcing beam 2 and the door ring 1. For example, the wall thickness of the threshold reinforcing beam 2 can be 3mm, 3.5mm, 4mm, 4.5mm or 5mm, etc. This application embodiment does not limit this, nor is it limited to the above example.
[0071] In conjunction with the first aspect, in one embodiment, as shown in Figure 2, the door ring 1 and the sill reinforcement beam 2 are connected by a flow-drilled screw technique. The sill reinforcement plate 3 is roughly a triangular steel reinforcement, mainly divided into upper and lower parts (upper part—first plate 31, lower part—second plate 32). The upper part is connected by spot welding at welding point A and laser welding at welding point C. The upper and lower parts are connected by arc welding at welding point D and arc welding at welding point B. The sill reinforcement plate 3 and the door ring 1 are connected by laser spot welding at welding point E.
[0072] In conjunction with the first aspect, in one embodiment, as shown in Figures 8 and 9, Figure 8 shows that the length X of the threshold reinforcement plate 3 can be adjusted according to the collision results. Especially in multi-point pillar collisions, for positions that do not meet the pillar collision requirements, the threshold reinforcement plate can be added or the length X of the threshold reinforcement plate 3 can be extended to ensure performance requirements. Figure 9 shows the impact of increasing the length X of the reinforcement on collision performance through CAE model (Computer Aided Engineering Model) analysis. Since the diameter of the pillar in the pillar collision regulations is 245mm, the length X starts at 245mm and gradually increases in increments of 10mm. The results of the battery pack intrusion amount obtained through the CAE model are shown by the blue line. The longer the length X of the threshold reinforcement plate 3, the better the energy absorption effect. However, the effect gradually deteriorates after exceeding 280mm. As shown by the yellow line, the weight increases linearly with the increase of the length X of the threshold reinforcement plate 3. Under the condition of meeting performance requirements, the length X of the threshold reinforcement plate 3 can be selected within 280mm.
[0073] Secondly, this application provides a vehicle body including: a door ring 1, an inner sill plate 4 fixed to the inner side of the door ring 1, and a sill reinforcement beam 2 fixed between the door ring 1 and the inner sill plate 4; a sill reinforcement plate 3, which is fixed between the door ring 1 and the inner sill plate 4 and located below the sill reinforcement beam 2 along the height direction of the vehicle body, and a connecting bracket 9 is fixed between the sill reinforcement plate 3 and the sill reinforcement beam 2.
[0074] In this embodiment, the inner sill plate 4 is fixed inside the door ring 1, and a sill reinforcement beam 2 is added between the two to improve the overall bending stiffness. The sill reinforcement plate 3 is arranged below the sill reinforcement beam 2, forming a double layer of protection along the vehicle height direction, effectively dispersing the impact force during a pole collision. The sill reinforcement plate 3 and the sill reinforcement beam 2 are fixed together by a connecting bracket 9. The connecting bracket 9 can guide the collision energy to be transferred upward along the vehicle height direction, reducing the tendency of the lower half to roll into the vehicle. During the collision, energy is absorbed through structural deformation, reducing the risk of intrusion into the battery pack. The door ring 1, the inner sill plate 4, the sill reinforcement beam 2, and the sill reinforcement plate 3 enhance lateral rigidity and improve the efficiency of collision force transmission. The synergistic effect of the sill reinforcement beam 2 and the sill reinforcement plate 3 further strengthens the support capacity of the lower area, avoids local collapse, effectively suppresses the rollover of the lower half of the sill into the vehicle during a pole collision, reduces the risk of battery pack deformation, reduces impact damage to the passenger compartment and battery pack, enhances the overall torsional resistance of the vehicle body, and improves side collision safety and vehicle durability.
[0075] In conjunction with the second aspect, in one embodiment, as shown in Figures 1 and 2, the door sill reinforcement plate 3 includes: a first plate 31, which is bent and extended to form a first chamber 311 and a second chamber 312, the first chamber 311 and the second chamber 312 being spaced apart along the width direction of the vehicle body; and a second plate 32, which is fixed between the first plate 31 and the door ring 1, and is bent and extended to form a third chamber 321, the third chamber 321 being located below the first chamber 311 and the second chamber 312 along the height direction of the vehicle body.
[0076] In this embodiment, the first plate 31 is bent and extended to form a first chamber 311 and a second chamber 312 spaced apart along the width direction of the vehicle body. When the two chambers collide, they can absorb the lateral impact energy through deformation, and at the same time disperse the load to the door ring 1 and the inner sill plate 4, reducing local stress concentration. The spaced distribution design in the width direction enhances the lateral bending stiffness and suppresses the tendency of the lower half of the sill to flip inward in a pole collision. The second plate 32 is fixed between the first plate 31 and the door ring 1. Its third chamber 321 is located below the first chamber 311 and the second chamber 312 along the height direction of the vehicle body, forming a vertical layered support, further reducing the transmission of collision energy to the battery pack. The third chamber 321 improves the overall compressive stability of the lower area. The first chamber 311, the second chamber 312 and the third chamber 321 achieve gradient absorption of collision energy through the layered layout in the height direction.
[0077] In conjunction with the second aspect, in one embodiment, regarding the threshold reinforcement plate 3 in the lower half of the threshold, since the space size is mainly limited by the inner and outer thresholds and cannot be significantly adjusted, the cross-sectional ratio of the first plate 31 and the second plate 32 can be significantly adjusted. This changes the ratio of the area of the first chamber 311 and the second chamber 312 of the first plate 31 to the area of the third chamber 321 of the second plate 32. Moreover, the structure of this cross-section will determine the performance here, so it is necessary to conduct an effective performance analysis of this cross-section in the early stage. The main method is to compare the moments of inertia of different cross-sections. The calculation method and required formula for the main performance parameters of the cross-sectional moments of inertia are as follows: By confirming the force direction of the cross-section, the cross-sectional moments of inertia I1 and I2 are selected, as shown in Figures 3, 4 and 5, that is, the second moments of inertia Ma of shaft 1 and shaft 2. The axial distance Ma of the main cross-section shaft 1 and shaft 2 is measured by the 3D measurement tool in CAD software, and then divided by the surface density (usually the surface density ρ is taken as: ρ=10kg / m2). The formula is: I=Ma / ρ. The calculation results are shown in Table 1 below:
[0078] Table 1
[0079] As shown in Table 1 above, the optimal result is achieved by comparing the moments of inertia of the cross sections, namely, "the sum of the chamber areas of the first chamber 311 and the second chamber 312 is less than the area of the third chamber 321".
[0080] In conjunction with the second aspect, in one embodiment, as shown in Figure 6, the first plate body 31 is generally arranged in a shape of the Chinese character "Ri", and the portion of the first plate body 31 located in the first chamber 311 is equally divided into a first width segment L1, a second width segment L2, a third width segment L3 and a fourth width segment L4 from the inside to the outside along the vehicle body width direction; the second plate body 32 is generally arranged in a concave shape, two ends of the second plate body 32 are fixed to the bottom of the first plate body 31, the bottom of the second plate body 32 is fixed to the door sill 1, and the side wall of the second plate body 32 itself close to the inner side of the vehicle body projects in the region of the second width segment L2 along the vehicle body height direction.
[0081] Herein, Figure 6 analyzes the performance of four different sections of the sill reinforcement plate 3 after a pole impact. Since the upper part is affected by the inner and outer sill cavities, the section size cannot be adjusted, while the lower part has a relatively large space, so the influence of different section sizes on the performance can be analyzed. As shown in Table 2 below, with an increment of 10mm as the unit, the intrusion amount to the battery pack after the pole impact is analyzed respectively when the side wall of the second plate body 32 itself close to the inner side of the vehicle body projects in the regions of the first width segment L1, the second width segment L2, the third width segment L3 and the fourth width segment L4 along the vehicle body height direction. It can be seen that the intrusion amount of the second width segment L2 to the battery pack during the pole impact process is the smallest, and the second width segment L2 is selected as the final solution.
[0082] Table 2
[0083] In this embodiment, on the original basis, a section moment of inertia optimization scheme (small upper part, large lower part) is selected to improve the bending stiffness and deformation resistance of the structure. By increasing the section area of the lower part (the third chamber 321), the material distribution is kept away from the neutral axis, which significantly improves the moment of inertia, thereby enhancing the resistance of the section to bending loads. When the large lower section bears a collision or a lateral force, it can disperse stress concentration through a larger section moment of inertia and reduce the risk of local plastic deformation. The chamber area distribution (the first chamber 311 + the second chamber 312 < the third chamber 321) conforms to the principle of "strengthening the main force-bearing region", which optimizes the load transfer path. By projecting the side wall of the second plate body 32 close to the inner side of the vehicle body to the second width segment L2 (instead of L1 / L3 / L4), the intrusion amount is reduced (comparative data: the intrusion amount of L2 is 14.8mm, which is significantly lower than that of other regions). Selecting the L2 segment as the projection region can balance the requirements of structural stiffness and deformation energy absorption, avoid brittle failure caused by excessive rigidity, and the two together enable the sill structure to achieve comprehensive performance standards under static load (such as vehicle body self-weight, bending torque) and dynamic load (such as pole impact, side impact) working conditions.
[0084] In this embodiment, reinforcing ribs may be provided on all inner walls of the first chamber 311, the second chamber 312 and the third chamber 321, and the reinforcing ribs may be arranged to extend along the vehicle body length direction. This can improve the overall structural strength of the first chamber 311, the second chamber 312 and the third chamber 321.
[0085] In addition, in some embodiments, the lengths of the first width segment L1, the second width segment L2, the third width segment L3 and the fourth width segment L4 can be equal, and the length of a single segment can be 15mm-25mm.
[0086] For example, the length of a single segment of the first width segment L1, the second width segment L2, the third width segment L3 and the fourth width segment L4 can be 15mm, 16mm, 17mm, 18mm, 19mm, 20mm, 21mm, 22mm, 23mm, 24mm or 25mm, etc. This embodiment does not limit this, nor is it limited to the above example.
[0087] In the description of this application, it should be noted that the terms "upper," "lower," etc., indicating the orientation or positional relationship are based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this application. Unless otherwise expressly specified and limited, the terms "installed," "connected," and "linked" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication between two elements. For those skilled in the art, the specific meaning of the above terms in this application can be understood according to the specific circumstances.
[0088] It should be noted that in this application, relational terms such as "first" and "second" are used merely to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.
[0089] The above description is merely a specific embodiment of this application, enabling those skilled in the art to understand or implement this application. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of this application. Therefore, this application is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features claimed herein.
Claims
1. A vehicle sill assembly structure, characterized in that, It includes: a door frame (1), wherein a rocker inner panel (4) is fixed to the inner side of the door frame (1), and a rocker reinforcement beam (2) is fixedly arranged between the door frame (1) and the rocker inner panel (4); a rocker reinforcement plate (3), wherein the rocker reinforcement plate (3) is fixed between the door frame (1) and the rocker inner panel (4), located below the rocker reinforcement beam (2) in the vehicle body height direction, and a connecting bracket (9) is fixedly arranged between the rocker reinforcement plate (3) and the rocker reinforcement beam (2).
2. The vehicle body rocker assembly structure according to claim 1, wherein the rocker reinforcement plate (3) comprises: a first plate body (31), wherein the first plate body (31) is bent and extended to form a first cavity (311) and a second cavity (312), and the first cavity (311) and the second cavity (312) are spaced apart in the vehicle body width direction; a second plate body (32), wherein the second plate body (32) is fixed between the first plate body (31) and the door frame (1), the second plate body (32) is bent and extended to form a third cavity (321), and the third cavity (321) is located below the first cavity (311) and the second cavity (312) in the vehicle body height direction.
3. The vehicle body rocker assembly structure according to claim 2, wherein the sum of the cavity areas of the first cavity (311) and the second cavity (312) is smaller than the area of the third cavity (321).
4. The vehicle body rocker assembly structure according to claim 3, wherein the first plate body (31) is generally arranged in a shape of the Chinese character "ri", and the portion of the first plate body (31) where the first cavity (311) is located is equally divided into a first width segment (L1), a second width segment (L2), a third width segment (L3) and a fourth width segment (L4) from inside to outside in the vehicle body width direction; the second plate body (32) is generally arranged in a concave shape, two ends of the second plate body (32) are fixed to the bottom of the first plate body (31), the bottom of the second plate body (32) is fixed to the door frame (1), and the side wall of the second plate body (32) close to the inner side of the vehicle body is projected in the region of the second width segment (L2) in the vehicle body height direction.
5. The vehicle sill assembly structure as described in claim 4, characterized in that, The lengths of the first width segment (L1), the second width segment (L2), the third width segment (L3) and the fourth width segment (L4) are equal, and the length of a single segment is 15mm-25mm.
6. The vehicle body rocker assembly structure according to claim 2, wherein the cavity area of the first cavity (311) is larger than the area of the second cavity (312).
7. The vehicle body rocker assembly structure according to claim 6, wherein In the vehicle body height direction, the height of the first cavity (311) is consistent with the height of the second cavity (312); in the vehicle body width direction, the length of the first cavity (311) is greater than the length of the second cavity (312).
8. The vehicle sill assembly structure as described in claim 2, characterized in that, The inner walls of the first chamber (311), the second chamber (312) and the third chamber (321) are provided with reinforcing ribs, which are arranged to extend along the length of the vehicle body.
9. The vehicle sill assembly structure as described in claim 1, characterized in that, The material of the door sill reinforcement plate (3) includes steel, the material of the door sill reinforcement beam (2) includes aluminum, and the door sill reinforcement plate (3) and the door sill reinforcement beam (2) are provided with a gap Y along the vehicle height direction; One end of the connecting bracket (9) is coated with structural adhesive (10) between it and the threshold reinforcing beam (2), and is welded to the threshold reinforcing beam (2). The other end of the connecting bracket (9) is welded to the threshold reinforcing plate (3).
10. The vehicle sill assembly structure as described in claim 9, characterized in that, The value of the gap Y is in the range of 2mm-4mm, and the coating thickness of the structural adhesive (10) is 0.8mm-1.2mm.
11. The vehicle sill assembly structure as described in claim 1, characterized in that, The vehicle sill assembly structure also includes: The first crossbeam (5) of the seat is fixed to the inner sill plate (4) via the front reinforcing plate (7) of the seat.
12. The vehicle sill assembly structure as described in claim 11, characterized in that, The vehicle sill assembly structure also includes: The second crossbeam (6) of the seat is located behind the first crossbeam (5) of the seat along the length of the vehicle body, and the second crossbeam (6) of the seat is fixed to the inner panel of the door sill (4) via the rear reinforcing plate (8) of the seat.
13. The vehicle sill assembly structure as described in claim 12, characterized in that, The front reinforcing plate (7) and the rear reinforcing plate (8) of the seat are both stamped steel parts, and the welding method with the inner sill plate (4) is laser spot welding, with a welding point spacing of 30mm-50mm.
14. The vehicle sill assembly structure as described in claim 1, characterized in that, The threshold reinforcement beam (2) has a hollow rectangular cross section with a wall thickness of 3mm-5mm. A positioning pin is provided at the connection position between the threshold reinforcement beam (2) and the door ring (1).
15. A vehicle body, characterized in that, It includes the body door sill assembly structure as described in any one of claims 1-14.