Integrated thermal forming double-door-ring structure for improving rear collision performance of vehicle body

Abstract

The invention relates to the technical field of vehicle door structures, in particular to an integrated thermal forming double-door-ring structure for improving rear collision performance of a vehicle body, which comprises a column A, a column B arranged on one side of the column A, a column C arranged on one side of the column B, an integrated double-door-ring reinforcing plate arranged on one side of the column A, and an integrated double-door-ring inner plate arranged on one side of the integrated double-door-ring reinforcing plate. The integrated double-door-ring reinforcing plate and the integrated double-door-ring inner plate are achieved through the integrated tailor-welding thermal forming technology, and the integrated double-door-ring reinforcing plate and the integrated double-door-ring inner plate are connected through the spot welding connecting technology to form a thermal forming double-door-ring structure. The integrated double-door-ring reinforcing plate and the integrated double-door-ring inner plate are welded and connected in a spot welding mode to jointly form the integrated double-door-ring structure with the closed-section cavity, and the closed-section cavity structure can effectively improve the overall rigidity, strength and collision resistance of a door ring area; therefore, the safety and the stability of the vehicle body under the working conditions of side collision and the like are enhanced.

Description

Technical Field

[0001] This invention relates to the field of vehicle door structure technology, specifically to an integrated thermoformed double door ring structure that improves the rear-impact performance of a vehicle body. Background Technology

[0002] As people's demands for vehicle safety performance continue to increase, in order to better protect the lives of occupants and ensure vehicle safety, and to meet consumer needs for vehicle safety, higher requirements are being placed on lightweight vehicle bodies and collision safety performance. Not only are the requirements for frontal collision performance constantly increasing, but the requirements for rear-end collision performance are also gradually becoming more stringent. The thermoformed double door ring structure can improve the strength and rigidity of the vehicle body without increasing its weight, thus meeting the vehicle's safety performance requirements.

[0003] The "Integrated Side Panel Inner Panel Double Door Ring Structure, Molding Process, and Vehicle" disclosed in application number "CN116605299A" is also an increasingly mature technology. Its "Integrated Side Panel Inner Panel Double Door Ring Structure includes: an upper inner panel of column A, a lower inner panel of column A, a sill inner panel, an inner panel of column C, a roof side beam, and an inner panel of column B forming a second frame structure, which is integrally hot-stamped to form the double door ring structure. This application demonstrates an integrally formed side panel inner panel double door ring structure, optimizing the distribution of sheet metal, effectively improving the integration of parts, and reducing... The technology eliminates the need for molds and welding fixtures required for individual component production, saving on tooling costs, reducing production steps, lowering production costs, and effectively improving the overall vehicle's lightweighting and crash performance. By hot-stamping the upper inner panel of the A-pillar, the lower inner panel of the A-pillar, the inner panel of the sill, the inner panel of the C-pillar, the roof side beam, and the inner panel of the B-pillar into a single unit, the technology improves component integration, reduces the use of molds and welding fixtures, lowers production costs, and enhances the overall vehicle's lightweighting and crash performance.

[0004] Traditional automotive force transmission paths are not optimized enough, especially in rear-end collisions. Collision energy cannot be efficiently and evenly distributed to the entire vehicle frame, leading to localized stress concentration. The passenger compartment structure is prone to deformation, affecting safety performance. The closed-section cavity design of the double-door ring structure still has room for improvement in stiffness and strength distribution, especially in the transition area between the A-pillar, B-pillar, C-pillar and sill beam. Existing structures often fail to fully utilize material properties, limiting further improvement in overall collision resistance.

[0005] An innovative automotive body structure design, featuring an integrated thermoformed double-door ring structure, enhances rear-end collision safety. Through thermoforming and a double-door ring design, it improves the rigidity and strength of the vehicle body and optimizes collision energy transfer. During a rear-end collision, the collision energy is dispersed and transferred through the integrated double-door ring structure, providing the vehicle with higher safety performance. Summary of the Invention

[0006] To address the shortcomings of existing technologies, this invention provides an integrated thermoformed double door ring structure for improving the rear-impact performance of vehicle bodies, thus solving the problems mentioned in the background art.

[0007] To achieve the above objectives, the present invention provides the following technical solution: an integrated thermoformed double door ring structure for improving the rear impact performance of a vehicle body, comprising an A-pillar, a B-pillar on one side of the A-pillar, a C-pillar on one side of the B-pillar, an integrated double door ring reinforcing plate on one side of the A-pillar, and an integrated double door ring inner plate on one side of the integrated double door ring reinforcing plate.

[0008] Preferably, the integrated double-door ring reinforcing plate and the integrated double-door ring inner plate are respectively realized by integrated welding thermoforming process, and the integrated double-door ring reinforcing plate and the integrated double-door ring inner plate are connected by spot welding process to form a thermoformed double-door ring structure.

[0009] Preferably, the integrated double door ring reinforcement plate includes: an upper A-pillar reinforcement plate, a lower A-pillar reinforcement plate, a connecting plate on the upper B-pillar reinforcement plate, a B-pillar reinforcement plate, a lower connecting plate on the lower B-pillar reinforcement plate, a connecting plate on the upper C-pillar reinforcement plate, a C-pillar reinforcement plate, a lower connecting plate on the lower C-pillar reinforcement plate, a front section of the sill reinforcement plate, and a rear section of the sill reinforcement plate. The lower A-pillar reinforcement plate is installed on one side of the upper A-pillar reinforcement plate. The connecting plate on the upper B-pillar reinforcement plate is installed on one side of the top of the upper A-pillar reinforcement plate. The lower B-pillar reinforcement plate is located at the bottom of the connecting plate on the upper B-pillar reinforcement plate. The lower B-pillar reinforcement plate is located at the bottom of the connecting plate on the upper B-pillar reinforcement plate. The lower C-pillar reinforcement plate is located at the bottom of the connecting plate on the upper C-pillar reinforcement plate. The rear section of the sill reinforcement plate is located at the bottom of the lower C-pillar reinforcement plate. The front section of the sill reinforcement plate is located at one end of the rear section of the sill reinforcement plate.

[0010] Preferably, the blanks of adjacent parts are directly welded together by laser welding to form a closed double-door ring reinforcing plate structure.

[0011] Preferably, the double-door ring inner panel includes an upper inner panel of the A-pillar, a lower inner panel of the A-pillar, an upper inner panel of the side wall beam, an upper inner panel of the B-pillar, a lower inner panel of the B-pillar, an upper inner panel of the C-pillar, a lower inner panel of the C-pillar, a front section of the sill reinforcement plate, and a rear section of the sill reinforcement plate. The lower inner panel of the A-pillar is located at the bottom of one end of the upper inner panel of the A-pillar, and the upper inner panel of the side wall beam is located at one end of the upper inner panel of the A-pillar. The upper inner panel of the B-pillar is installed at the bottom of the upper inner panel of the B-pillar, and the lower inner panel of the B-pillar is located at the bottom of the lower inner panel of the B-pillar. The front section of the sill reinforcement plate is located at the bottom of the lower inner panel of the B-pillar, and the rear section of the sill reinforcement plate is located at one end of the front section of the sill reinforcement plate. The lower inner panel of the C-pillar is located at the top of the rear section of the sill reinforcement plate, and the upper inner panel of the C-pillar is located at the top of the lower inner panel of the C-pillar.

[0012] Preferably, the blanks of adjacent parts are directly welded together by laser welding to form a closed double-door ring inner plate structure.

[0013] Preferably, the integrated double-door ring reinforcing plate and the integrated double-door ring inner plate are spot-welded together to form an integrated double-door ring structure with a closed cross-sectional cavity.

[0014] Preferably, the A-pillar, B-pillar, and C-pillar are made of carbon steel.

[0015] Compared with the prior art, the beneficial effects of the present invention are: This invention provides an integrated thermoformed double door ring structure to improve the rear-impact performance of a vehicle body: 1) By spot welding the integrated double door ring reinforcing plate and the integrated double door ring inner plate together, an integrated double door ring structure with a closed cross-section cavity is formed. This closed cavity structure can effectively improve the overall rigidity, strength and anti-collision performance of the door ring area, thereby enhancing the safety and stability of the vehicle body under side collision and other conditions.

[0016] 2) The reinforced A-pillar, consisting of the upper and lower A-pillar reinforcing plates, transmits force downwards. A portion of the force is transmitted to the B-pillar area via the connecting plate on the B-pillar reinforcing plate. The force transmitted to the B-pillar area is supported and dispersed by the main reinforcing components of the B-pillar. The connecting plates on the upper and lower B-pillar reinforcing plates ensure a smooth force transmission transition between the B-pillar reinforcing plate and the A-pillar area and the sill beam area, respectively, avoiding stress concentration. The forces from the roof and sides are transmitted to the C-pillar area via the connecting plate on the C-pillar reinforcing plate. As an important rear support structure, the C-pillar reinforcing plate is connected to the rear wheel arches, rear longitudinal beams, and other structures, effectively supporting the rear rigidity of the vehicle body and participating in the absorption of collision energy. Attached Figure Description

[0017] Figure 1 This is a schematic diagram of the structure of the present invention; Figure 2This is one of the structural schematic diagrams of the present invention; Figure 3 This is a schematic diagram of the B-pillar structure of the present invention; Figure 4 This is a schematic diagram of the C-column structure of the present invention.

[0018] In the diagram: 1. Column A; 2. Column B; 3. Column C; 4. Integrated double door ring reinforcement plate; 5. Integrated double door ring inner panel; 101. Upper reinforcement plate of Column A; 102. Lower reinforcement plate of Column A; 103. Upper connecting plate of reinforcement plate of Column B; 104. Reinforcement plate of Column B; 105. Lower connecting plate of reinforcement plate of Column B; 106. Upper connecting plate of reinforcement plate of Column C; 107. Reinforcement plate of Column C; 108. Lower connecting plate of reinforcement plate of Column C; 109. Front section of sill reinforcement plate; 110. Rear section of sill reinforcement plate; 201. Upper inner panel of Column A; 202. Lower inner panel of Column A; 203. Inner panel of upper side beam; 204. Upper inner panel of Column B; 205. Lower inner panel of Column B; 206. Upper inner panel of Column C; 207. Lower inner panel of Column C. Detailed Implementation

[0019] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0020] The terms "first," "second," etc., used in the specification and claims of this application are used to distinguish similar objects and not to describe a specific order or sequence. It should be understood that such use of data can be interchanged where appropriate so that embodiments of this application can be implemented in orders other than those illustrated or described herein, and the objects distinguished by "first," "second," etc., are generally of the same class and the number of objects is not limited; for example, a first object can be one or more. Furthermore, in the specification and claims, "and / or" indicates at least one of the connected objects, and the character " / " generally indicates that the preceding and following objects are in an "or" relationship.

[0021] In the description of this invention, it should be understood that the terms "center", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this invention 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. Therefore, they should not be construed as limitations on this invention.

[0022] In the description of this invention, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "configuration" should be interpreted broadly. For example, they can refer to a fixed connection or configuration, a detachable connection or configuration, or an integral connection or configuration. Those skilled in the art can understand the specific meaning of the above terms in this invention based on the specific circumstances.

[0023] like Figures 1-4 As shown, the present invention proposes an integrated thermoformed double door ring structure for improving the rear impact performance of a vehicle body, including an A-pillar 1, a B-pillar 2 on one side of the A-pillar 1, a C-pillar 3 on one side of the B-pillar 2, an integrated double door ring reinforcing plate 4 on one side of the A-pillar 1, and an integrated double door ring inner plate 5 on one side of the integrated double door ring reinforcing plate.

[0024] The A-pillar 1, B-pillar 2, and C-pillar 3 are the main longitudinal load-bearing structures of the vehicle body side panel, which together form the side frame of the passenger compartment. They correspond to the areas of the front door, between the front and rear doors, and the rear door / rear side panel, respectively. The integrated double door ring reinforcing plate 4 and the integrated double door ring inner plate 5 form a sandwich-type closed cavity structure. When the two are connected by spot welding, they form a rigid box-shaped section, which has a bending and deformation resistance far superior to that of a single-layer steel plate.

[0025] The integrated double-door ring reinforcing plate 4 and the integrated double-door ring inner plate 5 are respectively realized by integrated welding thermoforming process. The integrated double-door ring reinforcing plate 4 and the integrated double-door ring inner plate 5 are connected by spot welding process to form a thermoformed double-door ring structure.

[0026] Before forming, steel plates of different thicknesses, materials, and even surface treatments are laser-welded together to form a complete blank. Thicker or stronger steel can be used in areas requiring high strength, such as the middle of B-pillar 2, while relatively thinner materials can be used in other areas, thereby achieving lightweighting and precise distribution of performance. The two pre-formed, ultra-high strength integrated double door ring reinforcing plates 4 and integrated double door ring inner plates 5 are connected together by spot welding to form a closed cavity.

[0027] The integrated double door ring reinforcement plate 4 includes: an upper A-pillar reinforcement plate 101, a lower A-pillar reinforcement plate 102, an upper connecting plate 103 for the B-pillar reinforcement plate, a B-pillar reinforcement plate 104, a lower connecting plate 105 for the B-pillar reinforcement plate, an upper connecting plate 106 for the C-pillar reinforcement plate, a C-pillar reinforcement plate 107, a lower connecting plate 108 for the C-pillar reinforcement plate, a front section 109 of the door sill reinforcement plate, and a rear section 110 of the door sill reinforcement plate. The lower A-pillar reinforcement plate 102 is installed on one side of the upper A-pillar reinforcement plate 101, and the upper connecting plate 103 for the B-pillar reinforcement plate is installed on one side of the top of the upper A-pillar reinforcement plate 101. A B-pillar reinforcing plate 104 is provided at the bottom of 103. A B-pillar reinforcing plate lower connecting plate 105 is provided at the bottom of the B-pillar reinforcing plate 104. A C-pillar reinforcing plate upper connecting plate 106 is movably connected to the top side of the B-pillar reinforcing plate upper connecting plate 103. A C-pillar reinforcing plate 107 is provided at the bottom of one end of the C-pillar reinforcing plate upper connecting plate 106. A C-pillar reinforcing plate lower connecting plate 108 is provided at the bottom of the C-pillar reinforcing plate 107. A sill reinforcing plate rear section 110 is provided at the bottom of the C-pillar reinforcing plate lower connecting plate 108. A sill reinforcing plate front section 109 is provided at one end of the sill reinforcing plate rear section 110.

[0028] The integrated double-door ring reinforcement plate 4 is formed by splicing, overlapping and connecting multiple reinforcement plates of specific shapes to form a continuous, closed high-strength ring support structure, namely the "double-door ring," on the side of the vehicle body. This structure can effectively disperse and transfer local impact loads quickly to the entire vehicle body frame, thereby greatly improving the torsional stiffness, bending stiffness and collision safety of the vehicle body. When a front or side collision occurs, the impact force will first act on the A-pillar 1 or the door anti-collision beam, and will be transmitted downward through the reinforced A-pillar 1, which is composed of the upper A-pillar reinforcement plate 101 and the lower A-pillar reinforcement plate 102. Part of the force will be transmitted to the B-pillar 2 area through the connecting plate 103 on the B-pillar reinforcement plate. The force transmitted to the B-pillar 2 area is borne and dispersed by the main reinforcing member of the B-pillar 2, which is the B-pillar reinforcement plate 104. The upper connecting plate 103 and the lower connecting plate 105 of the B-pillar reinforcement plate ensure a smooth force transmission transition between the B-pillar reinforcement plate 104 and the A-pillar area and the sill beam area, respectively, avoiding stress concentration. The forces from the roof and sides are transmitted to the C-pillar area through the upper connecting plate 106 of the C-pillar reinforcement plate. The C-pillar reinforcement plate 107, as an important rear support structure, is connected to the rear wheel arches, rear longitudinal beams, and other structures, effectively supporting the rear rigidity of the vehicle body and participating in the absorption of collision energy. The lower connecting plate 108 of the C-pillar reinforcement plate connects to the C-pillar reinforcement plate. The sill plate 107 and the rear section 110 of the sill reinforcement plate form the foundation of the entire ring structure, which is the sill beam. The front section 109 and the rear section 110 of the sill reinforcement plate are connected to each other to form a sturdy sill reinforcement beam. The A-pillar reinforcement plate 102 and the B-pillar reinforcement plate connecting plate 105 are both connected to the front section 109 of the sill reinforcement plate, while the C-pillar reinforcement plate connecting plate 108 is directly connected to the rear section 110 of the sill reinforcement plate. The forces from A-pillar 1, B-pillar 2, and C-pillar 3 are ultimately gathered and dispersed onto the sturdy sill beam, forming a complete mechanical closed loop from A-pillar to sill, to B-pillar 2, to roof, to C-pillar 3, and back to sill.

[0029] The blanks of adjacent parts are directly welded together by laser welding to form a closed double-door ring reinforcing plate structure.

[0030] By using laser welding to connect multiple blanks into one piece in the early stages of manufacturing, a continuous, closed ring-shaped reinforced structure is formed. This integrated structure allows for smoother and more continuous force transmission when bearing collision loads, effectively avoiding stress concentration problems that may occur with traditional multi-point connections. This greatly improves the overall stiffness, strength, and impact resistance of the door ring. Different materials, thicknesses, or coatings of blanks can be flexibly selected for welding according to the stress conditions of different areas. High-strength thick plates are used in stress concentration areas, while thinner ordinary steel plates are used in other areas. This effectively reduces the weight of the component while ensuring overall performance, which is in line with the trend of automotive lightweighting.

[0031] The double-door ring inner panel includes an upper A-pillar inner panel 201, a lower A-pillar inner panel 202, a side wall upper beam inner panel 203, an upper B-pillar inner panel 204, a lower B-pillar inner panel 205, an upper C-pillar inner panel 206, a lower C-pillar inner panel 207, a front section 109 of the sill reinforcement plate, and a rear section 110 of the sill reinforcement plate. The lower A-pillar inner panel 202 is located at one end of the upper A-pillar inner panel 201, and the upper side wall upper beam inner panel 203 is located at one end of the upper A-pillar inner panel 201. The bottom end of the upper beam inner plate 203 is equipped with the upper B-column inner plate 204, the bottom end of the upper B-column inner plate 204 is equipped with the lower B-column inner plate 205, the bottom end of the lower B-column inner plate 205 is equipped with the front section 109 of the sill reinforcement plate, one end of the front section 109 of the sill reinforcement plate is equipped with the rear section 110 of the sill reinforcement plate, the top of the rear section 110 of the sill reinforcement plate is equipped with the lower C-column inner plate 207, and the top of the lower C-column inner plate 207 is equipped with the upper C-column inner plate 206.

[0032] When a vehicle experiences a frontal collision, the enormous impact force is transmitted rearward through the front bumper beam and front longitudinal beam. A portion of the load is transferred to the sill beam via the firewall. At this point, the front section 109 of the sill reinforcement plate, as a crucial load-bearing component, effectively receives and disperses this load upwards through its robust connection with the lower inner panel 202 of the A-pillar and the lower inner panel 205 of the B-pillar. The load is then transmitted upwards through the lower inner panel 202 to the upper inner panel 201 of the A-pillar and the inner panel 203 of the upper side beam, and upwards through the lower inner panel 205 of the B-pillar to the upper inner panel 204 of the B-pillar, further spreading to the side wall. The upper beam and roof effectively prevent excessive bending of the sill beam and intrusion into the passenger compartment's foot area under a massive impact. They also stabilize the A-pillar 1 and B-pillar 2, preventing deformation and compression of the passenger space. B-pillar 2, as the primary impact point, features an integrated structure composed of the upper inner panel 204 and lower inner panel 205, possessing extremely high bending stiffness and strength. It can withstand massive lateral impacts and transmit the impact force bidirectionally. The impact force is rapidly transmitted upwards through the upper inner panel 204 to the inner panel 203 of the side upper beam. The side upper beam, as an edge reinforcement of the roof, can... This design effectively disperses the force in two directions: the front A-pillar 1 and the rear C-pillar 3, engaging the entire roof frame to resist deformation and preventing the impact force from being borne solely by the B-pillar 2. Simultaneously, the impact force is transferred downwards through the lower inner panel 205 of the B-pillar to the front section 109 of the sill reinforcement plate, rapidly dispersing the force along its length and further transmitting it through the floor structure to the non-impact side of the vehicle structure. The entire vehicle's mass is used to absorb and resist the impact. The side impact energy is shared by the "H-shaped" or "G-shaped" frame consisting of the B-pillar 2, the roof beam, and the sill beam, significantly reducing the impact. To prevent lateral compression deformation of the passenger compartment, the roof needs to withstand enormous pressure to prevent collapse during vehicle rollover. The inner panel 201 on the A-pillar, the inner panel 203 on the upper side beam of the side wall, and the inner panel 206 on the C-pillar together form a strong support ring for the top of the passenger compartment. The pressure from the roof is evenly distributed on this closed ring structure. The inner panel 203 on the upper side beam of the side wall, as the core pressure-bearing component, transfers the load to the front of the lower body through the A-pillar 1, and to the rear of the lower body and the rear longitudinal beam through the C-pillar 3, ensuring that the roof has sufficient strength and rigidity to guarantee the survival space. During daily driving, the vehicle body needs to resist torsional stiffness from the road surface. The double door ring inner panel assembly, as a continuous closed-loop structure, greatly enhances the integrity of the vehicle body side panel. When the vehicle body is subjected to torsional torque, this closed loop can effectively resist deformation and reduce the "torsion" of the vehicle body, thereby improving the vehicle's handling stability, driving quality and fatigue durability. The robust connection between the rear section 110 of the door sill reinforcement plate and the inner panels of each pillar ensures that the lower body has excellent rigidity and provides a solid foundation for the entire body-in-white.

[0033] The blanks of adjacent parts are directly welded together by laser welding to form a closed double-door ring inner plate structure.

[0034] The integrated double-door ring reinforcing plate 4 and the integrated double-door ring inner plate 5 are spot welded together to form an integrated double-door ring structure with a closed cross-section cavity.

[0035] Columns A1, B2, and C3 are made of carbon steel.

[0036] By spot welding the integrated double door ring reinforcing plate 4 and the integrated double door ring inner plate 5 together, an integrated double door ring structure with a closed cross-section cavity is formed. This closed cavity structure can effectively improve the overall rigidity, strength and anti-collision performance of the door ring area, thereby enhancing the safety and stability of the vehicle body under side collision and other conditions.

[0037] The integrated thermoformed double-door ring structure allows the impact force to be dispersed and transferred to the front of the vehicle during a rear-end collision through a closed cross-sectional cavity formed by the connecting plate 106 on the C-pillar reinforcement plate, the C-pillar reinforcement plate 107, the lower connecting plate 108 on the C-pillar reinforcement plate, and the upper inner plate 206 and the lower inner plate 207 on the C-pillar. Working principle: When a rear-end collision occurs, the enormous impact energy is transmitted to the center of the vehicle body through the rear bumper beam and longitudinal beams. The integrated thermoformed double door ring structure, as the most important load-bearing and force transmission system on the side of the vehicle body, efficiently absorbs and decomposes this energy and transmits it to the entire vehicle frame through multiple paths, avoiding stress concentration that could cause deformation of the passenger compartment, thereby ensuring occupant safety. The collision energy first acts on the rear structure of the vehicle. The rear section 110 of the sill reinforcement plate is connected to the rear longitudinal beam to resist the impact force. At the same time, some energy is also transmitted upward through the rear floor structure to the lower inner plate 207 of the C-pillar and the lower connecting plate 108 of the C-pillar reinforcement plate. The C-pillar 3 is a key node connecting the roof and the rear body. The C-pillar reinforcement plate 107, as the core load-bearing component, connects with the upper C-pillar... The connecting plate 106 on the upper reinforcement plate and the lower connecting plate 108 of the C-pillar reinforcement plate together form a robust support frame. The upper inner plate 206 and the lower inner plate 207 of the C-pillar work together with the reinforcement plate assembly to form a box-shaped closed structure, which greatly improves the local stiffness and bending resistance. The impact energy is effectively divided into two paths: one path is transmitted upward through the connecting plate 106 on the upper reinforcement plate of the C-pillar to the roof side beam and the inner plate 203 of the upper side beam of the side wall; the other path is transmitted forward through the connection point between the lower connecting plate 108 of the C-pillar reinforcement plate and the rear section 110 of the sill reinforcement plate, and the energy is introduced into the sill beam channel. The sill beam is the most important longitudinal load-bearing component on the side of the vehicle body. The reinforcement channel composed of the front section 109 and the rear section 110 of the sill reinforcement plate, and the reinforcement channel that fits with them The front section 109 and rear section 110 of the door sill reinforcement plate together form a high-strength, high-rigidity closed tubular structure. The B-pillar reinforcement plate 104 has strong impact resistance due to thermoforming. The upper connecting plate 103 and the lower connecting plate 105 of the B-pillar reinforcement plate form a complete force transmission bridge. The energy from the rear door sill beam converges and redistributes through the lower connecting plate 105 of the B-pillar reinforcement plate and the energy from the roof above through the upper connecting plate 103 of the B-pillar reinforcement plate. The upper inner plate 204 and the lower inner plate 205 of the B-pillar provide support from the inside, working together with the reinforcement plate to ensure that the B-pillar 2 maintains its shape integrity under huge impacts and continues to disperse energy to the A-pillar 1 area in front and to the floor beam below. The A-pillar 1 is To safeguard the safety of the front passenger compartment, the upper A-pillar reinforcement plate 101 and lower A-pillar reinforcement plate 102 are tightly connected to the upper A-pillar inner plate 201 and lower A-pillar inner plate 202, forming a robust wedge-shaped structure. Energy from the B-pillar 2 and the upper side beam is ultimately transferred to this structure. The A-pillar 1 structure, utilizing its strong rigidity and strength, further disperses the remaining collision energy upwards to the front roof crossbeam and downwards to the front sill and front longitudinal beam until it is completely absorbed. In a collision, the survival space of the passenger compartment does not experience compression or deformation, while ensuring that the front door can still be opened normally after the accident, facilitating occupant escape and rescue. Although the upper side beam inner plate 203 does not have a directly installed independent reinforcement plate, it is connected to the upper connecting plates of the A-pillar 1, B-pillar 2, and C-pillar 3, as well as the roof structure.It plays a crucial role in lateral connection and force transfer during a collision, connecting the tops of A-pillar 1, B-pillar 2, and C-pillar 3 to form a complete, continuous ring-shaped force-bearing frame for the entire side panel, significantly improving the overall torsional and bending stiffness of the vehicle body.

[0038] It should be noted that, in this document, 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 that element. Furthermore, it should be noted that the scope of the methods and apparatuses in the embodiments of this application is not limited to performing functions in the order shown or discussed, but may also include performing functions substantially simultaneously or in the reverse order, depending on the functions involved. For example, the described methods may be performed in a different order than described, and various steps may be added, omitted, or combined. Additionally, features described with reference to certain examples may be combined in other examples.

[0039] The embodiments of this application have been described above with reference to the accompanying drawings. However, this application is not limited to the specific embodiments described above. The specific embodiments described above are merely illustrative and not restrictive. Those skilled in the art can make many other forms under the guidance of this application without departing from the spirit and scope of the claims, and all of these forms are within the protection scope of this application.

Claims

1. A one-piece thermoformed double door ring structure for improving rear-impact performance of a vehicle body, comprising an A-pillar (1), characterized in that, A column (1) is provided with a column (2) on one side, a column (2) is provided with a column (3) on one side, an integrated double door ring reinforcing plate (4) is provided on one side, and an integrated double door ring inner plate (5) is provided on one side of the integrated double door ring reinforcing plate (4).

2. The integrated thermoformed double door ring structure for improving rear-impact performance of a vehicle body according to claim 1, characterized in that: The integrated double-door ring reinforcing plate (4) and the integrated double-door ring inner plate (5) are respectively realized by integrated welding thermoforming process. The integrated double-door ring reinforcing plate (4) and the integrated double-door ring inner plate (5) are connected by spot welding process to form thermoformed double-door ring structure.

3. The integrated thermoformed double door ring structure for improving rear-impact performance of a vehicle body according to claim 1, characterized in that: The integrated double door ring reinforcement plate (4) includes: an upper A-pillar reinforcement plate (101), a lower A-pillar reinforcement plate (102), an upper connecting plate (103) for the B-pillar reinforcement plate, a B-pillar reinforcement plate (104) and a lower connecting plate (105) for the B-pillar reinforcement plate, an upper connecting plate (106) for the C-pillar reinforcement plate, a C-pillar reinforcement plate (107) and a lower connecting plate (108) for the C-pillar reinforcement plate, a front section (109) of the sill reinforcement plate, and a rear section (110) of the sill reinforcement plate. The lower A-pillar reinforcement plate (102) is installed on one side of the upper A-pillar reinforcement plate (101). A connecting plate (103) on the top side of the B-pillar reinforcement plate is installed. A B-pillar reinforcement plate (104) is provided at the bottom end of the connecting plate (103) on the B-pillar reinforcement plate. A lower connecting plate (105) on the B-pillar reinforcement plate is provided at the bottom end of the B-pillar reinforcement plate (104). A connecting plate (106) on the top side of the connecting plate (103) on the B-pillar reinforcement plate is movably connected to the connecting plate (106) on the C-pillar reinforcement plate. A C-pillar reinforcement plate (107) is provided at the bottom end of one end of the connecting plate (106) on the C-pillar reinforcement plate. A lower connecting plate (108) on the C-pillar reinforcement plate is provided at the bottom end of the C-pillar reinforcement plate (107).

4. The integrated thermoformed double door ring structure for improving rear-impact performance of a vehicle body according to claim 1, characterized in that: The bottom end of the lower connecting plate (108) of the C-pillar reinforcement plate is provided with a sill reinforcement plate rear section (110), and one end of the sill reinforcement plate rear section (110) is provided with a sill reinforcement plate front section (109).

5. The integrated thermoformed double door ring structure for improving rear-impact performance of a vehicle body according to claim 1, characterized in that: The blanks of the adjacent parts are directly welded together by laser welding to form a closed double-door ring reinforcing plate structure.

6. The integrated thermoformed double door ring structure for improving rear-impact performance of a vehicle body according to claim 1, characterized in that: The double door ring inner panel includes an upper inner panel (201) of the A-pillar, a lower inner panel (202) of the A-pillar, an upper side beam inner panel (203) of the side wall, an upper inner panel (204) of the B-pillar, a lower inner panel (205) of the B-pillar, an upper inner panel (206) of the C-pillar, a lower inner panel (207) of the C-pillar, a front section (109) of the sill reinforcement plate, and a rear section (110) of the sill reinforcement plate. The lower inner panel (202) of the A-pillar is provided at the bottom of one end of the upper inner panel (201). The upper side beam inner panel (203) of the side wall is provided at one end of the upper inner panel (201). The upper inner panel (204) of the B-pillar is installed at the bottom of the upper inner panel (204). The lower inner panel (205) of the B-pillar is provided at the bottom of the upper inner panel (204). The front section (109) of the sill reinforcement plate is provided at the bottom of the lower inner panel (205).

7. The integrated thermoformed double door ring structure for improving rear-impact performance of a vehicle body according to claim 6, characterized in that: The front section (109) of the threshold reinforcement plate is provided with a rear section (110) of the threshold reinforcement plate, and the top of the rear section (110) of the threshold reinforcement plate is provided with a lower inner plate (207) of the C-pillar, and the top of the lower inner plate (207) of the C-pillar is provided with an upper inner plate (206) of the C-pillar.

8. The integrated thermoformed double door ring structure for improving rear-impact performance of a vehicle body according to claim 1, characterized in that: The blanks of the adjacent parts are directly welded together by laser welding to form a closed double-door ring inner plate structure.

9. The integrated thermoformed double door ring structure for improving rear-impact performance of a vehicle body according to claim 1, characterized in that: The integrated double-door ring reinforcing plate (4) and the integrated double-door ring inner plate (5) are spot welded together to form an integrated double-door ring structure with a closed cross-section cavity.

10. The integrated thermoformed double door ring structure for improving rear-impact performance of a vehicle body according to claim 1, characterized in that: The A-column (1), B-column (2) and C-column (3) are made of carbon steel.

Images