CN215851510U

CN215851510U - Automobile doorsill beam and automobile

Info

Publication number: CN215851510U
Application number: CN202121013614.5U
Authority: CN
Inventors: 杨宇虹
Original assignee: BAIC Motor Co Ltd
Current assignee: BAIC Motor Co Ltd
Priority date: 2021-05-12
Filing date: 2021-05-12
Publication date: 2022-02-18
Anticipated expiration: 2031-05-12

Abstract

The application provides an automobile doorsill beam and automobile, including the threshold inner panel, still include the threshold planking of being connected with the threshold inner panel, the cavity is enclosed into jointly with the threshold inner panel to the threshold planking, sets up the boss on the threshold planking, and the tangent line and the automobile body axis of the surface of boss form acute angle theta. The utility model provides an automobile threshold roof beam can effectively deal with the condition of little offset collision, and the setting of passing through threshold roof beam front end boss makes the impact of collision contact department take place the skew to a certain extent, helps the automobile body to produce Y from this and removes, realizes that it slides out the wall barrier, reduces the impact and reduces the invasion volume in passenger cabin to the regional destruction of automobile body side wall, effectively protects passenger living space.

Description

Automobile doorsill beam and automobile

Technical Field

The application relates to the technical field of automobile body parts, in particular to an automobile doorsill beam and an automobile using the same.

Background

At present, two collision safety design ideas aiming at a small offset collision working condition of 64km/h 25% are mainly used, firstly, collision deformation is basically controlled in an engine cabin by increasing collision energy absorption transmission paths of parts in the engine cabin and optimizing the rigidity of the parts, namely a hard-lever structure; the other is a mode of reducing the invasion of the barrier to the passenger compartment by optimizing the front end structure of the vehicle body, the front suspension and the upper edge beam structure of the fender, namely an escape type structure. Although the two methods can achieve the effect of protecting the passenger compartment, the hard-lever type has higher requirements on the matching of parts of the vehicle body and the space of the front compartment, and the mass and the cost of the whole vehicle are increased in practical application. Therefore, how to optimize the front end structure of the car sill beam to cause the car body to move out of the obstacle avoidance body by lateral movement in the collision without increasing the production cost and reducing the collision performance is a problem to be solved by the technical staff in the field.

SUMMERY OF THE UTILITY MODEL

The application provides a car threshold roof beam and car to solve the not enough problem of keeping away the barrier that makes the automobile body shift out of collision in-process threshold roof beam structure.

In order to solve the problem, the application provides an automobile doorsill beam, including the threshold inner panel, still include with the threshold planking that the threshold inner panel is connected, the threshold planking with the threshold inner panel encloses into the cavity jointly, set up the boss on the threshold planking, the tangent line and the automobile body axis of the surface of boss form acute angle theta.

Optionally, the acute angle θ is in the range of 20-28 °.

Optionally, the cross-sectional area of the cavity formed between the boss and the inner sill plate increases gradually from the front end of the outer sill plate to the rear end of the outer sill plate.

Optionally, at least one groove is arranged on the top of the boss.

Optionally, the boss is a symmetrical structure with the longitudinal axis of the outer doorsill plate as a symmetry axis.

Optionally, the outer sill plate and the inner sill plate are in a symmetrical zigzag structure.

Optionally, flanges are respectively arranged on the upper side and the lower side of the boss, and flanges are arranged at the front end of the boss.

Optionally, the width range of the flanges arranged on the upper side and the lower side of the boss is 15-25mm, and the width range of the flanges arranged at the front end of the boss is 25-35 mm.

Optionally, the height of the boss ranges from 45-55 mm.

Correspondingly, the application also provides an automobile comprising any one of the automobile doorsill beams.

Compared with the prior art, the application at least obtains the following technical effects:

when the automobile doorsill beam is in small offset collision, the direction of a transmission path of impact force can be changed due to the arrangement of the boss at the front end of the doorsill beam, so that the impact force at a collision contact part is deviated to a certain extent; because boss surface characteristic makes the impact can not stabilize the power on the boss surface, along with the impact constantly squints towards boss left rear side, collision energy also constantly releases, and the trend that the automobile body takes place to right the place ahead and slides simultaneously helps the automobile body to produce Y to remove from this, realizes its and slides out the barrier. The automobile can effectively deal with the condition of small offset collision, and the safety of the automobile is improved. When small offset collision happens, the boss at the front end of the threshold beam is in collision contact with the barrier, the collision force in collision is effectively offset, the Y-direction movement of the vehicle body is assisted, the damage of the collision force to the side wall area of the vehicle body is reduced, the invasion amount of the passenger compartment is reduced, the side wall area can slide out of the barrier, and therefore the living space of passengers is effectively protected.

Drawings

FIG. 1 is a schematic view of a rocker beam construction for an automobile according to an embodiment of the utility model;

FIG. 2 shows a schematic cross-sectional view A-A of FIG. 1;

FIG. 3 shows a comparison of section A-A and section B-B of FIG. 1;

FIG. 4 is a schematic view of the connection of the rocker beam of the vehicle according to the embodiment of the present invention;

FIG. 5 is a schematic bottom view of the position of the rocker beam of the automobile and a 25% low offset crash test according to an embodiment of the present invention.

Description of the reference numerals

1-a threshold beam; 11-a sill inner panel; 12-a sill outer panel; 121-boss; 1211-grooves; 1212-electrophoresis process well; 1213-flanging; 2-front longitudinal beam; 3-a pillar inner panel; 4-front floor.

Detailed Description

In order to make the aforementioned objects, features and advantages of the present application more comprehensible, the present application is described in further detail with reference to the accompanying drawings and the detailed description.

Referring to fig. 1 and 2, the automobile doorsill beam 1 comprises a doorsill inner plate 11 and a doorsill outer plate 12 connected with the doorsill inner plate 11, wherein the doorsill outer plate 12 and the doorsill inner plate 11 enclose a cavity together, a boss 121 is arranged on the doorsill outer plate 12, and an acute angle theta is formed between a tangent of the outer surface of the boss 121 and the central axis of an automobile body.

Because the boss 121 is a convex structure on the rocker outer panel 12, the outer surface of the boss 121 may be an arc surface, that is, the peripheral surface of the boss 121 is an arc surface, so the tangent of the outer surface of the boss 121 refers to the tangent of the arc surface, and when the tangent of the outer surface of the boss 121 and the central axis of the vehicle body form an acute angle θ, the boss 121 is equivalent to a round taper, so that in a 25% small offset collision, when the obstacle avoidance extrusion is performed to the rocker beam, the arrangement of the boss makes the impact force at the collision contact position offset to a certain extent. Referring to fig. 5, the angle where the dotted lines intersect in fig. 5 represents θ, the arrow represents the offset direction of the impact force during the collision, when the obstacle avoidance collides with the boss, the acute angle structure at the front end of the boss plays a role in guiding the offset of the impact force, so that the impact force cannot stabilize on the surface of the boss, and the impact force is represented as continuously offsetting towards the left rear side of the boss, so that the vehicle body rubs across the obstacle avoidance and moves out towards the right front, thereby assisting the vehicle body to move in the Y direction, reducing the overlap of the passenger compartment and the obstacle avoidance, and reducing the intrusion amount of the passenger compartment during the collision.

Alternatively, the acute angle θ may range from 20 to 28. When the acute angle is too large, the boss is oversized and the rigidity is enhanced, but the effect of changing the direction of the impact force transmission path in the collision process is not facilitated. Accordingly, the acute angle θ is designed to be in the range of 20-28 °, preferably 24 °, to optimize the direction of the impact force transmission path for the boss.

Alternatively, the cross-sectional area of the cavity formed between the boss 121 and the rocker inner panel 11 increases gradually from the front end of the rocker outer panel to the rear end of the rocker outer panel.

Specifically, the cross-sectional area of the cavity formed between the boss 121 and the rocker inner panel 11 gradually increases, the cross-sectional height of the cavity formed between the boss and the rocker inner panel may increase gradually along the direction from the front end of the rocker outer panel to the rear end of the rocker outer panel, or the cross-sectional height and the cross-sectional width of the cavity formed between the boss 121 and the rocker inner panel 11 may increase gradually along the direction from the front end of the rocker outer panel to the rear end of the rocker outer panel. Referring to fig. 1 and 3, it can be seen that the cross-sectional area a-a of the cavity formed by the boss and the inner sill panel is greater than the cross-sectional area B-B. In some embodiments, the boss may be elliptical, a smooth structure is formed at the front end of the outer plate of the threshold, when the boss is impacted, the friction at the impact contact position is reduced by the boss of the smooth structure, and the impact force cannot be stabilized on the surface of the boss due to the surface characteristics of the boss, as the impact force continuously deviates towards the left rear side of the boss, the impact energy is continuously released, and simultaneously the vehicle body has a tendency of sliding towards the right front side, so as to assist the vehicle body to move in the Y direction, and realize the sliding of the vehicle body out of the barrier. Referring to fig. 5, an arrow in fig. 5 indicates a direction of deflection of the impact force during the collision, which is represented by a deflection of a transmission path of the impact force from the rear to the left and rear.

Optionally, at least one groove 1211 is formed on the top of the boss 121 to provide reinforcement by forming the groove on the top of the boss. Additionally, the top of the raised boss 121, such as the center of the recess 1211, may be provided with an electrophoretic process hole 1212 to facilitate entry of the vehicle body into the cavity of the rocker beam during the electrophoretic process. The lower side of the boss 121 may also be provided with an electrophoretic process hole 1212, which may prevent liquid accumulation in the cavity of the rocker beam after the car body is processed by the electrophoretic process.

Optionally, the boss is a symmetrical structure with the longitudinal axis of the outer plate of the threshold as a symmetry axis.

Optionally, the sill outer panel 12 and the sill inner panel 11 are symmetrical in a zigzag configuration. The sill outer 12 and the sill inner 11 are connected to form a cavity, which deforms during an impact to absorb energy from the impact.

Considering the firm connection between the outer plate and the inner plate, optionally, flanges 1213 are respectively arranged on the upper and lower sides of the boss 121, and the flange 1213 is arranged at the front end of the boss. Specifically, flanges arranged on the upper side and the lower side of the boss and at the front end of the boss are respectively connected with the upper side and the lower side of the inner doorsill plate and the front end of the inner doorsill plate.

In order to facilitate the installation of the boss and the inner plate of the doorsill, optionally, the width range of the flanges arranged on the upper side and the lower side of the boss is 15-25mm, preferably 20mm, and the width range of the flanges arranged at the front end of the boss is 25-35mm, preferably 30 mm. The flanges on the upper side and the lower side of the boss and at the front end of the boss can be welded on the inner plate of the threshold, so that the boss and the inner plate of the threshold are connected more firmly. Considering that the boss structure has stronger deformation resistance, the material of the boss can be a steel material with HC1200/1500MS or above.

Considering that the boss structure has strong collision performance and good deformation resistance, the height of the boss is optionally 45-55 mm.

Correspondingly, the application also provides an automobile comprising any one of the automobile doorsill beams. Referring to fig. 4 and 5, the automobile doorsill beam is positioned in the bottom areas of left and right side walls of an automobile and is respectively connected with the rear section of the automobile front longitudinal beam 2, the A-pillar inner plate 3 and the automobile body front floor 4. The automobile can effectively deal with the condition of small offset collision, and the safety of the automobile is improved. When small offset collision happens, the boss at the front end of the threshold beam is in collision contact with the barrier, the collision force in collision is effectively offset, the Y-direction movement of the vehicle body is assisted, the damage of the collision force to the side wall area of the vehicle body is reduced, the invasion amount of the passenger compartment is reduced, the side wall area can slide out of the barrier, and therefore the living space of passengers is effectively protected.

It should be noted that, in the embodiments, terms of orientation such as "front and rear" refer to the front and rear orientation of the vehicle body, terms such as "up and down" refer to the up and down orientation of the vehicle body, terms such as "left and right" refer to the left and right orientation of the vehicle body.

The embodiments in the present specification are described in a progressive manner, each embodiment focuses on differences from other embodiments, and the same and similar parts among the embodiments are referred to each other.

The detailed description is given above to the car sill beam and the car provided by the present application, and the principle and the implementation of the present application are explained herein by applying specific examples, and the description of the above examples is only used to help understand the method and the core idea of the present application; meanwhile, for a person skilled in the art, according to the idea of the present application, there may be variations in the specific embodiments and the application scope, and in summary, the content of the present specification should not be construed as a limitation to the present application.

Claims

1. The utility model provides an automobile doorsill beam, includes threshold inner panel (11), its characterized in that, still include with threshold planking (12) that threshold inner panel (11) are connected, threshold planking (12) with threshold inner panel (11) enclose into the cavity jointly, set up boss (121) on threshold planking (12), the tangent line and the automobile body axis of the surface of boss (121) form acute angle theta.

2. The rocker beam of claim 1, wherein the acute angle θ is in the range of 20-28 °.

3. The rocker beam for vehicles according to claim 1 or 2, characterised in that the cross-sectional area of the cavity formed between the boss (121) and the rocker inner panel (11) increases in the direction from the front end of the rocker outer panel (12) to the rear end of the rocker outer panel (12).

4. The rocker beam according to claim 1, characterised in that the top of the projection (121) is provided with at least one recess (1211).

5. The rocker beam for vehicles according to claim 1, characterised in that the boss (121) is of symmetrical construction with the longitudinal axis of the outer rocker panel (12) being the axis of symmetry.

6. The rocker beam for vehicles according to claim 1, characterised in that the outer rocker panel (12) and the inner rocker panel (11) are of symmetrical zigzag configuration.

7. The automobile doorsill beam according to claim 1, characterized in that flanges (1213) are respectively provided on the upper and lower sides of the boss (121), and the flanges (1213) are provided at the front end of the boss (121).

8. The automobile doorsill beam according to claim 7, characterized in that the width range of the flanges arranged on the upper and lower sides of the boss (121) is 15-25mm, and the width range of the flanges arranged at the front end of the boss (121) is 25-35 mm.

9. The rocker beam for vehicles according to claim 1, characterised in that the height of the boss (121) ranges from 45 to 55 mm.

10. An automobile, characterized by comprising the automobile rocker beam according to any one of claims 1-9.