A door ring structure and a design method for the door ring structure

Abstract

This application relates to the field of vehicle manufacturing technology, and discloses a door ring structure and a design method for the door ring structure. The door ring structure includes multiple door ring components, at least some of which have rounded corners. The multiple door ring components are sequentially connected to form a door ring structure with at least one annular door ring. The butt joint between two adjacent door ring components is located outside the area of ​​the rounded corners on the door ring components. Applying the technical solution of this application can improve the strength of the door ring structure and reduce its weight. The door ring structure provided in this application is applied to the body of a vehicle.

Description

Technical Field

[0001] This application relates to the field of vehicle manufacturing technology, and in particular to a door ring structure and a design method for the door ring structure. Background Technology

[0002] With the continuous development of vehicle manufacturing and production technologies, users' expectations for the fuel economy of gasoline vehicles and the driving range of new energy vehicles are constantly increasing. Lightweight vehicle body design is one of the important ways to improve the fuel economy of gasoline vehicles and the driving range of new energy vehicles.

[0003] Lightweight vehicle design is inherently contradictory to vehicle strength and rigidity. Related technologies employ higher-strength, lower-density materials to manufacture some vehicle components to reduce weight, but these materials are often more expensive, increasing production costs. Therefore, it is impossible to achieve a balance between vehicle strength and weight without increasing manufacturing costs. Summary of the Invention

[0004] To address the aforementioned problems, this application provides a door ring structure and a design method for the door ring structure, which can improve the strength of the door ring structure and reduce its weight.

[0005] On one hand, this application provides a door ring structure, including a plurality of door ring components, at least some of which have door ring rounded corners, and the plurality of door ring components are connected in sequence to form a door ring structure having at least one annular door ring; wherein, the joint between two adjacent door ring components is located outside the area where the door ring rounded corners are located on the door ring components.

[0006] The door ring structure provided in this application, by configuring it as a structure composed of multiple door ring components connected together, can improve the utilization rate of sheet metal and reduce waste. Furthermore, by butt-connecting adjacent door ring components, the overlap of sheet metal at the connection point can be eliminated. Compared to related technologies where the connecting portions of adjacent door ring components overlap, the door ring structure of this application can reduce the area of ​​the door ring components, thereby reducing their weight and thus the overall weight of the door ring structure, which is beneficial for lightweight vehicle design. Simultaneously, by placing the butt joint between adjacent door ring components outside the area of ​​the door ring's rounded corner, stress concentration in the rounded corner area during stamping can be avoided, preventing damage to the butt joint and thus improving the strength of the door ring structure, which is beneficial for improving the overall weight of the vehicle. Therefore, this application can improve the strength of the vehicle body and reduce its weight without using high-strength, low-density materials, achieving a balance between body strength and weight without increasing manufacturing costs.

[0007] In one possible implementation of this application, the multiple door ring components include an A-pillar reinforcement, an upper beam reinforcement, a rear section of the upper beam, a B-pillar reinforcement, and a sill reinforcement connected in sequence; wherein, the upper beam reinforcement has a first door ring rounded corner at the end near the A-pillar reinforcement, the rear section of the upper beam has a second door ring rounded corner at the side near the upper beam reinforcement and the B-pillar reinforcement, the sill reinforcement has a third door ring rounded corner at the side near the B-pillar reinforcement and the A-pillar reinforcement, and the A-pillar reinforcement has a fourth door ring rounded corner at the end near the sill reinforcement.

[0008] In one possible implementation of this application, the rear section of the upper beam has a first extension on the side away from the upper beam reinforcement, and a fifth door ring rounded corner is formed between the first extension and the side of the rear section of the upper beam away from the upper beam reinforcement; the sill reinforcement has a second extension on the side away from the A-pillar reinforcement, and a sixth door ring rounded corner is formed between the second extension and the side of the sill reinforcement away from the A-pillar reinforcement; the door ring structure also includes a C-pillar assembly, one end of which is connected to the first extension and the other end of which is connected to the second extension.

[0009] In one possible implementation of this application, the C-pillar assembly includes a C-pillar connector and a C-pillar reinforcement; one end of the C-pillar connector is connected to a first extension, and the other end is connected to one end of the C-pillar reinforcement; the other end of the C-pillar reinforcement is connected to a second extension.

[0010] In one possible implementation of this application, the end of the C-pillar connector near the first extension has a seventh door ring rounded corner, the end of the C-pillar connector near the C-pillar reinforcement has a ninth door ring rounded corner, and the end of the C-pillar reinforcement near the second extension has an eighth door ring rounded corner.

[0011] On another front, this application also provides a design method for a door ring structure, the door ring structure having at least two door ring rounded corners, the method comprising: determining the stress state of different regions based on the impact force borne by different regions of the door ring structure and the desired deformation mode of different regions; dividing the door ring structure into structural parts based on the stress state of different regions and the setting position of the door ring rounded corners in different regions to obtain the structural shape of each door ring component among multiple structural components; and connecting two adjacent door ring components together.

[0012] The door ring structure design method provided in this application divides the door ring structure according to the different stress states of different areas and the structural form of the door ring structure. It can also divide the door ring fillets according to the required structural strength of different areas, ensuring the fillets are located on suitable door ring components to improve their strength. Furthermore, based on the position of the fillets, the butt joint between adjacent door ring components is placed outside the area where the fillets are located during the structural division, further enhancing the strength of the door ring structure and thus improving the overall strength of the vehicle. Simultaneously, fixing the door ring components into a single unit through butt joints reduces the material usage and weight of the door ring structure, thus contributing to lightweight vehicle design.

[0013] In one possible implementation of this application, the door ring structure includes an A-pillar reinforcement and an upper beam reinforcement connected by a butt joint; based on the stress state of different areas and the setting position of the door ring rounded corners in different areas, the door ring structure is structurally divided, including: based on the fact that the areas where the A-pillar reinforcement and the upper beam reinforcement are located are subject to frontal collision and offset collision, the first door ring rounded corner is set on the upper beam reinforcement, and the butt joint of the A-pillar reinforcement and the upper beam reinforcement is set outside the area where the first door ring rounded corner is located.

[0014] In one possible implementation of this application, the door ring structure further includes a rear section of the upper beam connected to the upper beam reinforcement and a B-pillar reinforcement connected to the rear section of the upper beam. Based on the stress state of different regions and the setting position of the door ring rounded corners in different regions, the door ring structure is structurally divided, including: based on the fact that the region where the upper beam reinforcement and the rear section of the upper beam are located bear the top pressure, and the region where the rear section of the upper beam and the B-pillar reinforcement are located bear the top pressure, the second door ring rounded corner is set on the rear section of the upper beam, and the joint between the upper beam reinforcement and the rear section of the upper beam is set outside the region where the second door ring rounded corner is located, and the joint between the B-pillar reinforcement and the rear section of the upper beam is set outside the region where the second door ring rounded corner is located.

[0015] In one possible implementation of this application, the door ring structure further includes a sill reinforcement member, one end of which is connected to the B-pillar reinforcement member, and the other end of which is connected to the A-pillar reinforcement member. Based on the stress state of different areas and the placement of the door ring rounded corners in different areas, the door ring structure is structurally divided, including: based on the area where the B-pillar reinforcement member and the sill reinforcement member are located bearing side impact, a third door ring rounded corner is placed on the sill reinforcement member, and the joint between the B-pillar reinforcement member and the sill reinforcement member is placed outside the area where the third door ring rounded corner is located; based on the area where the A-pillar reinforcement member and the sill reinforcement member are located bearing side impact, a fourth door ring rounded corner is placed on the A-pillar reinforcement member, and the joint between the A-pillar reinforcement member and the sill reinforcement member is placed outside the area where the fourth door ring rounded corner is located.

[0016] In one possible implementation of this application, the door ring structure further includes a C-pillar assembly; a first extension is provided on the side of the upper beam rear section away from the upper beam reinforcement, and a second extension is provided on the side of the sill reinforcement away from the A-pillar reinforcement; one end of the C-pillar assembly is connected to the first extension, and the other end is connected to the second extension; based on the stress state of different areas and the setting position of the door ring rounded corners in different areas, the door ring structure is structurally divided, including: based on the area where the upper beam rear section and the C-pillar assembly are located bearing top pressure, a seventh door ring rounded corner is set on the C-pillar assembly, and the joint between the upper beam rear section and the C-pillar assembly is set outside the area where the seventh door ring rounded corner is located; based on the area where the sill reinforcement and the C-pillar assembly are located bearing side impact, an eighth door ring rounded corner is set on the C-pillar assembly, and the joint between the sill reinforcement and the C-pillar assembly is set outside the area where the eighth door ring rounded corner is located. Attached Figure Description

[0017] Figure 1 A schematic diagram of the door ring structure provided in this application;

[0018] Figure 2 Exploded view of the door ring structure provided in this application;

[0019] Figure 3 A schematic diagram showing the location of the joints in the door ring structure provided in this application;

[0020] Figure 4 A schematic diagram of the stress state in different regions of the door ring structure provided in this application;

[0021] Figure 5 A flowchart illustrating the design method of the door ring structure provided in this application;

[0022] Figure 6 A flowchart illustrating the design method of the door ring structure provided in this application;

[0023] Figure 7A flowchart illustrating the design method of the door ring structure provided in this application;

[0024] Figure 8 A flowchart illustrating the design method of the door ring structure provided in this application;

[0025] Figure 9 A flowchart illustrating the design method of the door ring structure provided in this application.

[0026] Figure label:

[0027] 1-A-pillar reinforcement; 11-Fourth door ring rounded corner; 2-Upper beam reinforcement; 21-First door ring rounded corner; 3-Rear section of upper beam; 31-Second door ring rounded corner; 32-Fifth door ring rounded corner; 33-First extension; 4-B-pillar reinforcement; 5-Sill reinforcement; 51-Third door ring rounded corner; 52-Fourth door ring rounded corner; 53-Second extension; 6-C-pillar connector; 61-Seventh door ring rounded corner; 62-Ninth door ring rounded corner; 7-C-pillar reinforcement; 71-Eighth door ring rounded corner; D-Front-end collision offset collision area; E-Pillar collision area; F-Top pressure area; G-Side collision area; W1-First joint; W2-Second joint; W3-Third joint; W4-Fourth joint; W5-Fifth joint; W6-Sixth joint; W7-Seventh joint; W8-Eighth joint. Detailed Implementation

[0028] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the specific technical solutions of this application will be further described in detail below with reference to the accompanying drawings of the embodiments of this application. The following embodiments are used to illustrate this application, but are not intended to limit the scope of this application.

[0029] Reference Figure 1 and Figure 2 , Figure 1 This is a schematic diagram of the door ring structure provided in this application. Figure 2 An exploded view of the door ring structure provided in this application. The door ring structure includes multiple door ring components, at least some of which have door ring rounded corners. The multiple door ring components are sequentially connected to form a ring-shaped first door ring; wherein the joint between two adjacent door ring components is located outside the area where the door ring rounded corners are located on the door ring components.

[0030] For example, based on the structural form of each door ring component, blanking, shearing, and cutting methods can be used to obtain the blanking parts corresponding to each door ring component from the sheet metal. When designing the structural shape of each door ring component, the position of the butt joint of two adjacent door ring components needs to be set outside the area where the door ring rounded corner is located on the door ring component, that is, the butt joint of two door ring components is located outside the arc corresponding to the radius of the rounded corner of the door ring. Then, according to the structural form of the door ring structure, the connecting ends of the blanking parts of two adjacent door ring components are butted together. Then, laser welding and flash welding methods are used to weld the two adjacent blanking parts into one piece to form the door ring sheet. Finally, the welded door ring sheet is heated and integrally stamped in a thermoforming mold to obtain the required door ring structure.

[0031] Another example is that, based on the structural shape of the door knocker, a one-piece door knocker sheet can be obtained by punching or cutting from the same sheet of material, and then the one-piece door knocker sheet can be stamped in a thermoforming mold to obtain the desired door knocker structure.

[0032] In this embodiment, by configuring the door ring structure as a connection of multiple door ring components, the utilization rate of sheet metal can be improved, and waste can be reduced. Furthermore, by butt-connecting adjacent door ring components, the overlap of sheet metal at the connection point can be eliminated. Compared to related technologies where the connecting portions of adjacent door ring components overlap, the door ring structure of this application can reduce the area of ​​the door ring components, thereby reducing their weight and ultimately the weight of the door ring structure, which is beneficial for lightweight vehicle design. Simultaneously, by placing the butt joint between adjacent door ring components outside the area of ​​the door ring's rounded corner, stress concentration in the rounded corner area during stamping can be avoided, preventing damage to the butt joint. This improves the strength of the door ring structure and contributes to the overall weight improvement of the vehicle. Therefore, this application can improve the body strength and reduce the body weight without using high-strength, low-density materials, achieving a balance between body strength and weight without increasing manufacturing costs.

[0033] In some possible embodiments, such as Figure 1 and Figure 2As shown, the door ring structure can be configured to include, in sequence, a column A reinforcement 1, a top beam reinforcement 2, a rear section of the top beam 3, a column B reinforcement 4, and a door sill reinforcement 5. Specifically, column A reinforcement 1 is connected to the top beam reinforcement 2, the top beam reinforcement 2 is connected to the rear section of the top beam 3, the rear section of the top beam 3 is connected to the column B reinforcement 4, the column B reinforcement 4 is connected to the door sill reinforcement 5, and the door sill reinforcement 5 is connected to column A reinforcement 1, forming a door ring structure with a first door ring. Furthermore, the end of the top beam reinforcement 2 closest to column A reinforcement 1 has a first door ring rounded corner 21, the side of the rear section of the top beam 3 closest to the top beam reinforcement and column B reinforcement 4 has a second door ring rounded corner 31, the side of the door sill reinforcement 5 closest to column B reinforcement 4 and column A reinforcement 1 has a third door ring rounded corner 51, and the end of the column A reinforcement 1 closest to door sill reinforcement 5 has a fourth door ring rounded corner 11.

[0034] For example, refer to Figure 3 , Figure 3 This is a schematic diagram showing the location of the joints in the door ring structure provided in this application. Figure 1 , Figure 2 and Figure 3 As shown, the first joint W1 between the A-pillar reinforcement 1 and the upper beam reinforcement 2 can be located outside the area where the first door ring rounded corner 21 is located; the second joint W2 between the upper beam reinforcement 2 and the upper beam rear section 3 can be located outside the second door ring rounded corner 31; the eighth joint W8 between the upper beam rear section 3 and the B-pillar reinforcement 4 can be located outside the second door ring rounded corner 31; the seventh joint W7 between the B-pillar reinforcement 4 and the sill reinforcement 5 can be located outside the third door ring rounded corner 51; a sixth joint W6 is provided between the sill reinforcement 5 and the A-pillar reinforcement 1, and the sixth joint W6 is located at the desired position between the A-pillar reinforcement 1 and the sill reinforcement 5, outside the third door ring rounded corner 51 and outside the fourth door ring rounded corner 11. For example, as... Figure 3 As shown, the sixth joint W6 can be positioned close to the sill reinforcement 5, or close to the A-pillar reinforcement 1, or positioned between the sill reinforcement 5 and the A-pillar reinforcement 1.

[0035] Reference Figure 4 , Figure 4 This is a schematic diagram illustrating the stress state of different regions of the door ring structure provided in this application. Figure 4As shown, in the event of a collision, the door ring structure, by placing the first door ring fillet 21 on the upper beam reinforcement 2 (i.e., placing the first joint W1 on the side of the first door ring fillet 21 closest to the A-pillar reinforcement 1), ensures that the upper beam reinforcement 2 remains a complete section in the windshield segment. This results in a smooth and uniform overall shape of the upper beam reinforcement 2, preventing sudden changes in local structural strength and effectively solving the problem of bending of the upper beam reinforcement 2 during small offset collisions. Simultaneously, it allows the upper beam reinforcement 2 located in the pillar impact area E to withstand greater pillar impact force, thereby improving vehicle body strength.

[0036] In other possible embodiments, such as Figure 1 , Figure 2 and Figure 3 As shown, the rear section 3 of the upper beam can be configured with a first extension 33 on the side of the rear section 3 away from the upper beam reinforcement 2, and a fifth door ring fillet 32 ​​can be provided between the first extension 33 and the side of the rear section 3 away from the upper beam reinforcement 2. Alternatively, the sill reinforcement 5 can be configured with a second extension 53 on the side of the sill reinforcement 5 away from the A-pillar reinforcement 1, and a sixth door ring fillet 52 can be provided between the second extension 53 and the side of the sill reinforcement 5 away from the A-pillar reinforcement 1. In this way, a C-pillar assembly can be provided in the door ring structure, with one end of the C-pillar assembly abutting and connecting to the first extension 33 and the other end abutting and connecting to the second extension 53, thereby forming a second door ring in the door ring structure.

[0037] For example, such as Figure 1 and Figure 2 As shown, the C-pillar assembly can be configured to include a C-pillar connector 6 and a C-pillar reinforcement 7. One end of the C-pillar connector 6 is connected to the first extension 33, and the other end is connected to one end of the C-pillar reinforcement 7; the other end of the C-pillar reinforcement 7 is connected to the second extension 53.

[0038] In another example, a seventh door ring fillet 61 can be provided on the C-pillar connector 6 near the first extension 33, a ninth door ring fillet 62 can be provided on the C-pillar connector 6 near the C-pillar reinforcement 7, and an eighth door ring fillet 71 can be provided on the C-pillar reinforcement 7 near the second extension 53.

[0039] Another example, such as Figure 1 , Figure 2 and Figure 3As shown, the third joint W3 between the first extension 33 of the upper beam rear section 3 and the C-pillar connector 6 can be located outside the area where the seventh door ring rounded corner 61 is located; the fourth joint W4 between the C-pillar connector 6 and the C-pillar reinforcement 7 can be located outside the area where the ninth door ring rounded corner 62 is located; and the fifth joint W5 between the C-pillar reinforcement 7 and the sill reinforcement 5 can be located outside the area where the eighth door ring rounded corner 71 is located. In this way, based on the first door ring, by setting the C-pillar assembly on the side of the upper beam rear section 3 and the sill reinforcement 5 away from the A-pillar reinforcement 1, a second door ring can be obtained by sequentially connecting the upper beam rear section 3, the C-pillar connector 6, the C-pillar reinforcement 7, the sill reinforcement 5, and the B-pillar reinforcement, thus obtaining a door ring structure with a first door ring and a second door ring.

[0040] In another example, to improve the strength of the area where the B-pillar reinforcement 4 is located in the door ring structure, the B-pillar reinforcement 4 can be set to have a thickness greater than the thickness of the rear section 3 of the upper beam and greater than the thickness of the sill reinforcement.

[0041] like Figure 4 As shown, when a collision occurs, the upper beam rear section 3 and the upper beam reinforcement 2 in the door ring structure mainly bear the pressure from the top of the vehicle. In the above embodiment, the second door ring rounded corner 31 and the fifth door ring rounded corner 32 are both set on the upper beam rear section 3. That is, the second joint W2, the third joint W3 and the eighth joint W8 are set outside the area where the second door ring rounded corner 31 and the fifth door ring rounded corner 32 are located. This allows the upper beam rear section 3 to have a complete integral structure, so that the strength of each part of the upper beam rear section 3 that mainly bears the top pressure in the top pressure area F is consistent. In this way, the upper beam rear section 3 can withstand a large top pressure without producing a large deformation, which can improve the overall strength of the vehicle body and prevent the vehicle body from collapsing and deforming when bearing the top pressure.

[0042] Meanwhile, an eighth joint W8 is set between the rear section 3 of the upper beam and the B-pillar reinforcement 4, and a seventh joint W7 is set between the sill reinforcement 5 and the B-pillar reinforcement 4. This allows the B-pillar reinforcement 4 to be set as a structure with higher strength and rigidity, such as increasing the thickness of the B-pillar reinforcement 4. This can give the area where the B-pillar reinforcement 4 is located higher structural strength. In the event of a side collision, the intrusion of the area where the B-pillar reinforcement 4 is located can be better controlled, thereby preventing the occupants inside the vehicle from being crushed.

[0043] A sixth joint W6 is provided between the A-pillar reinforcement 1 and the sill reinforcement 5, and a fifth joint 5 is provided between the sill reinforcement 5 and the C-pillar reinforcement 7. This makes the strength of the side impact area G where the sill reinforcement 5 is located relatively lower than the strength of the area where the B-pillar reinforcement 4 is located, making the side impact area G where the sill reinforcement 5 is located a soft area. Thus, when the vehicle is involved in a side impact, the sill reinforcement 5 can collapse to absorb part of the energy of the side impact, thereby improving the safety of the occupants.

[0044] A third joint is provided between the C-pillar connector 6 and the rear section 3 of the upper beam, and a fifth joint W5 is provided between the C-pillar reinforcement 7 and the sill reinforcement 5. This can reduce the strength of the area where the C-pillar assembly is located, meaning that the strength of the rear door area of ​​the vehicle is lower than that of the front area. In the event of a frontal or small offset collision in the vehicle's frontal or offset collision area D, the impact force can be transferred from the first door ring to the second door ring, which in turn transfers the impact force to the area where the C-pillar assembly is located. The C-pillar assembly undergoes some deformation, while the area where the first door ring is located does not deform or deforms only slightly, thus providing better protection for the occupants.

[0045] By setting a fourth joint W4 between the C-pillar connector 6 and the C-pillar reinforcement 7, the C-pillar connector 6 and the C-pillar reinforcement 7 can be divided into two structural components, thereby improving the utilization rate of the sheet metal and reducing the waste generated after punching or cutting.

[0046] This application also provides a design method for a door ring structure, which has at least two door ring rounded corners, as shown in the following embodiment. Figure 5 , Figure 5 A flowchart illustrating the design method for the door ring structure provided in this application. (This will be combined with...) Figure 5 The steps shown are explained.

[0047] S101. Based on the impact force borne by different regions of the door ring structure and the expected deformation mode of different regions, determine the stress state of different regions.

[0048] In some possible embodiments, during the design of the vehicle body structure, it is necessary to consider the possible deformation of the vehicle body structure during a collision. To protect the safety of passengers, it is undesirable for some areas of the vehicle body to undergo significant fracture and deformation during a collision. This necessitates different strengths for different areas of the vehicle body. The required strength for different areas of the vehicle body can be determined based on the stress state of each area during a collision, that is, the main impact force experienced by that area.

[0049] For example, such as Figure 4As shown, in frontal and minor offset collisions, the door ring structure within the vehicle body is a stress-bearing area, with the impact force transmitted from the front to the rear of the door ring structure. In a pole collision, the area between the upper side beam reinforcement 2, the sill reinforcement 5, and the A-pillar reinforcement 1 within the door ring structure is the primary stress-bearing area; that is, the structural components between these components will primarily experience the impact force of the pole collision. In a side collision, the area containing the sill reinforcement 5 is the primary stress-bearing area; that is, the sill reinforcement 5 will primarily experience the impact force of the side collision. When the vehicle experiences roof pressure, the area containing the rear section 3 of the upper side beam within the door ring structure is the primary stress-bearing area; that is, the rear section 3 of the upper side beam will primarily experience the roof pressure.

[0050] In some possible embodiments, when a vehicle collides, although the magnitude and direction of the main impact force borne by different areas of the door ring structure are not the same, the force state of different areas of the door ring structure can be determined based on the method of protecting the occupants. This can be done by determining whether different areas of the door ring structure should deform or what form of deformation should occur during a vehicle collision.

[0051] For example, such as Figure 4 As shown, to protect the safety of occupants, in the event of a pole impact, the desired deformation pattern for the pole impact area E of the upper beam reinforcement 2 and A-pillar reinforcement 1 near the sill reinforcement 5 is that the structural components within pole impact area E will not deform, or will only undergo minor deformation. This prevents the upper beam reinforcement 2 and A-pillar reinforcement 1 from squeezing the occupants after deformation, thus providing a safe area for them. In the event of a side impact, the desired deformation pattern for the area containing the B-pillar reinforcement 4 is that the B-pillar reinforcement 4 will not deform, or will only undergo minor deformation, but the sill reinforcement 5 can collapse to absorb some of the energy during the collision. Therefore, by combining the main impact force borne by different areas of the door ring structure and the desired deformation pattern of different areas, the actual deformation state required for different areas during a collision can be determined, that is, the deformation pattern of different areas after being subjected to force.

[0052] S102. Based on the stress state of different regions and the setting position of the door ring rounded corners in different regions, the door ring structure is divided into structural parts to obtain the structural shape of each door ring component among multiple structural components; and adjacent door ring components are connected together.

[0053] In some possible embodiments, when designing the structural components of the vehicle's door ring structure, the structural form of the door ring structure is already determined; that is, with the determination of the vehicle body shape, the overall shape of the door ring structure is also determined. When specifically designing the structural components of the door ring structure, it is necessary to divide the door ring structure under the constraints of its overall shape, considering the main impact forces experienced by different areas of the door ring structure, to determine the positions of the butt joints of the structural components. After determining the positions of the butt joints of the structural components in the door ring structure, the structural division of the door ring structure is completed, and the structural shape of each door ring component among the multiple structural components is also determined. Based on the determined structural formation of each door ring component, blanks for each door ring component are removed from the sheet metal through punching, shearing, cutting, etc., and then the corresponding blanks of two adjacent door ring components are butt-joined to form a one-piece door ring structure to be stamped.

[0054] In other possible embodiments, the door ring structure is provided with multiple door ring rounded corners, for example, Figure 1 As shown, the first door ring has four rounded corners, and the second door ring has five rounded corners. The position of each rounded corner is determined by the overall shape of the vehicle body. When structurally dividing the components in the door ring structure, it is necessary to determine the position of the joint between two adjacent door ring components based on the stress conditions in the area where each rounded corner is located. In other words, based on the position of each rounded corner, it is determined which of two adjacent door ring components the rounded corner should be placed on. This requires considering the impact force and desired deformation of the two adjacent door ring components during a collision. After determining that the rounded corner should be placed on one of the two adjacent door ring components, the joint between the two adjacent door ring components is placed outside the area where the rounded corner is located. Each door ring component is then joined with adjacent door ring components according to their corresponding positions.

[0055] In this embodiment, the door ring structure is structurally divided according to the different stress states of different areas and the structural form of the door ring structure. The door ring fillets are then structurally divided according to the required structural strength of different areas, ensuring they are located on suitable door ring components to improve their strength. Furthermore, the joint between adjacent door ring components can be positioned outside the area containing the door ring fillet, further enhancing the strength of the door ring structure and thus improving the overall strength of the vehicle. Simultaneously, fixing the door ring components together via a joint reduces material usage and weight, contributing to lightweight vehicle design.

[0056] Reference Figure 6 , Figure 6 A flowchart illustrating the design method of the door ring structure provided in this application. The door ring structure includes a butt-connected A-pillar reinforcement and an upper beam reinforcement, such as... Figure 6 As shown, based on Figure 5 , Figure 5 S102 in the above can be implemented at least through S201. This will be combined with... Figure 6 The steps shown are explained.

[0057] S201. Based on the fact that the area where the A-pillar reinforcement and the upper beam reinforcement are located is subject to frontal and offset collisions, the first door ring rounded corner is set on the upper beam reinforcement, and the butt joint of the A-pillar reinforcement and the upper beam reinforcement is set outside the area where the first door ring rounded corner is located.

[0058] In some possible embodiments, when a vehicle experiences a frontal or offset collision, the portion of the door ring structure near the front of the vehicle primarily bears the impact force of the frontal and offset collisions. The area between the A-pillar reinforcement and the upper beam reinforcement mainly bears the impact force of the frontal and offset collisions. To prevent the upper beam reinforcement from undergoing significant bending deformation during a collision, the first door ring rounded corner is positioned at the end of the upper beam reinforcement near the A-pillar reinforcement, and the first joint between the A-pillar reinforcement and the upper beam reinforcement is located outside the area where the first door ring rounded corner is located. This allows the upper beam reinforcement to remain a complete section within the windshield segment, ensuring a smooth and uniform overall structural shape and preventing sudden changes in local structural strength. This effectively solves the problem of bending of the upper beam reinforcement during small offset collisions. Simultaneously, it allows the upper beam reinforcement 2 located in the pillar impact area E to withstand greater pillar impact force, thereby improving vehicle body strength. Furthermore, positioning the first joint outside the area where the first door ring rounded corner is located prevents the presence of the rounded corner from affecting the connection strength of the first joint during the stamping of the mating plates.

[0059] Reference Figure 7 , Figure 7 A flowchart illustrating the design method of the door ring structure provided in this application. The door ring structure also includes: a rear section of the upper beam connected to the upper beam reinforcement and a B-pillar reinforcement connected to the rear section of the upper beam, such as... Figure 7 As shown, based on Figure 5 , Figure 5 S102 in the above can be implemented at least through S301. This will be combined with... Figure 7 The steps shown are explained.

[0060] S301. Based on the fact that the area where the upper beam reinforcement and the rear section of the upper beam are located bear the top pressure, and the area where the rear section of the upper beam and the B-pillar reinforcement are located bear the top pressure, the second door ring rounded corner is set on the rear section of the upper beam, and the butt joint of the upper beam reinforcement and the rear section of the upper beam is set outside the area where the second door ring rounded corner is located, and the butt joint of the B-pillar reinforcement and the rear section of the upper beam is set outside the area where the second door ring rounded corner is located.

[0061] In some possible embodiments, when the vehicle's roof is impacted, the portion of the door ring structure near the vehicle's roof primarily bears the impact force. The areas containing the upper side beam reinforcement, the rear section of the upper side beam, and the B-pillar reinforcement also primarily bear this impact force. To prevent significant bending deformation of the rear section of the upper side beam under impact, a second door ring fillet is positioned on the rear section of the upper side beam. A second joint between the upper side beam reinforcement and the rear section of the upper side beam is located outside the area containing the second door ring fillet, and an eighth joint between the B-pillar reinforcement and the rear section of the upper side beam is also located outside the area containing the second door ring fillet. This allows the rear section of the upper side beam to have a complete, integrated structure, ensuring consistent strength across the various parts of the rear section that primarily bear the impact force within the impact area. This allows the rear section of the upper side beam to withstand greater impact pressure without significant deformation, improving the overall strength of the vehicle body and preventing collapse or deformation of the vehicle body under impact.

[0062] Reference Figure 8 , Figure 8 A flowchart illustrating the design method of the door ring structure provided in this application. The door ring structure also includes a sill reinforcement, one end of which is connected to the B-pillar reinforcement, and the other end of which is connected to the A-pillar reinforcement, as shown below. Figure 8 As shown, based on Figure 5 , Figure 5 S102 in the above can be implemented at least by S401 to S402. This will be combined with... Figure 8 The steps shown are explained.

[0063] S401. Based on the fact that the area where the B-pillar reinforcement and the sill reinforcement are located can withstand side impact collisions, the rounded corner of the third door ring is set on the sill reinforcement, and the joint between the B-pillar reinforcement and the sill reinforcement is set outside the area where the rounded corner of the third door ring is located.

[0064] S402. Based on the fact that the area where the A-pillar reinforcement and the sill reinforcement are located can withstand side impact collisions, the rounded corner of the fourth door ring is set on the A-pillar reinforcement, and the joint between the A-pillar reinforcement and the sill reinforcement is set outside the area where the rounded corner of the fourth door ring is located.

[0065] In some possible embodiments, during a side impact, the area of ​​the door ring structure near the center of the vehicle primarily bears the impact force, while the area where the sill reinforcement is located primarily bears the impact force. To prevent the B-pillar reinforcement from bending and deforming during a side impact, the third door ring rounded corner is located on the sill reinforcement, and the seventh joint between the B-pillar reinforcement and the sill reinforcement is located outside the area where the third door ring rounded corner is located. The fourth door ring rounded corner is located on the A-pillar reinforcement, and the sixth joint between the A-pillar reinforcement and the sill reinforcement is located outside the area where the fourth door ring rounded corner is located. This allows the B-pillar reinforcement to be designed with a thickness greater than the rear section of the upper side beam and greater than the sill reinforcement, thereby improving the strength of the B-pillar reinforcement. This, in turn, allows for better control of the intrusion amount in the area where the B-pillar reinforcement is located during a side impact, preventing occupants from being crushed. By setting a butt joint on the door sill reinforcement, the strength of the side impact area where the door sill reinforcement is located can be relatively lower than that of the area where the B-pillar reinforcement is located, making the side impact area where the door sill reinforcement is located a soft zone. As a result, when the vehicle is involved in a side impact, the door sill reinforcement can collapse to absorb some of the energy of the side impact, thereby improving the safety of the occupants.

[0066] Reference Figure 9 , Figure 9 A flowchart illustrating the design method of the door knocker structure provided in this application. The door knocker structure also includes a C-pillar assembly; a first extension is located on the rear section of the upper beam away from the upper beam reinforcement, and a second extension is located on the sill reinforcement away from the A-pillar reinforcement; one end of the C-pillar assembly is connected to the first extension, and the other end is connected to the second extension, as shown below. Figure 9 As shown, based on Figure 5 , Figure 5 S102 in the above can be implemented at least by S501 to S502. This will be combined with... Figure 9 The steps shown are explained.

[0067] S501. Based on the fact that the area where the rear section of the upper beam and the C-column assembly are located bears the top pressure, the rounded corner of the seventh door ring is set on the C-column assembly, and the joint between the rear section of the upper beam and the C-column assembly is set outside the area where the rounded corner of the seventh door ring is located.

[0068] S502. Based on the fact that the area where the sill reinforcement and C-pillar assembly are located is to withstand side impact collisions, the rounded corner of the eighth door ring is set on the C-pillar assembly, and the joint between the sill reinforcement and the C-pillar assembly is set outside the area where the rounded corner of the eighth door ring is located.

[0069] In some possible embodiments, when the top of the vehicle is impacted, the area of ​​the door ring structure near the top of the vehicle mainly bears the impact force of the top pressure. The area where the rear section of the upper beam and the C-pillar assembly are located mainly bears the impact force of the top pressure. In order to avoid large bending deformation of the rear section of the upper beam and the C-pillar assembly when subjected to the impact force of the top pressure, the rounded corner of the seventh door ring is set on the C-pillar assembly, and the third joint between the rear section of the upper beam and the C-pillar assembly is set outside the area where the rounded corner of the seventh door ring is located.

[0070] In some other possible embodiments, when a side impact occurs, the portion of the door ring structure near the center of the vehicle primarily bears the impact force. The area where the sill reinforcement is located primarily bears the side impact force. To make the area where the sill reinforcement is located a soft zone, allowing it to crumple and absorb impact force during a side impact, the eighth door ring rounded corner is located on the C-pillar assembly, and the fifth joint between the sill reinforcement and the C-pillar assembly is located outside the area where the eighth door ring rounded corner is located. This increases the strength of the C-pillar assembly, preventing it from bending significantly under both top-impact and side-impact forces, while making the sill reinforcement a lower-strength structural component within the door ring structure, allowing it to undergo the desired crumple deformation during a side impact.

[0071] The above are merely preferred embodiments of this application and do not limit the patent scope of this application. Any equivalent structural or procedural transformations made using the content of this application's specification and drawings, or direct or indirect applications in other related technical fields, are similarly included within the patent protection scope of this application.

Claims

1. A design method for a door ring structure, characterized in that, The door ring structure has at least two rounded corners, and the door ring structure includes: an A-pillar reinforcement and an upper beam reinforcement connected in a butt joint; the method includes: Based on the impact force borne by different regions of the door ring structure and the expected deformation mode of the different regions, the stress state of the different regions is determined; Based on the stress state of the different regions and the setting position of the door ring rounded corners in the different regions, the door ring structure is divided into structural parts to obtain the structural shape of each door ring component among multiple structural components; and adjacent door ring components are connected together. The structural division of the door ring structure based on the stress state of the different regions and the setting position of the door ring rounded corners in the different regions includes: Based on the fact that the area where the A-pillar reinforcement and the upper beam reinforcement are located is subject to frontal and offset collisions, the first door ring rounded corner is set on the upper beam reinforcement, and the butt joint of the A-pillar reinforcement and the upper beam reinforcement is set outside the area where the first door ring rounded corner is located.

2. The design method of the door ring structure according to claim 1, characterized in that, The door ring structure further includes: a rear section of the upper beam that is connected to the upper beam reinforcement and a B-pillar reinforcement that is connected to the rear section of the upper beam; The structural division of the door ring structure based on the stress state of the different regions and the setting position of the door ring rounded corners in the different regions includes: Based on the fact that the area where the upper beam reinforcement and the rear section of the upper beam are located bear the top pressure, and the area where the rear section of the upper beam and the B-pillar reinforcement are located bear the top pressure, the second door ring rounded corner is set on the rear section of the upper beam, and the butt joint of the upper beam reinforcement and the rear section of the upper beam is set outside the area where the second door ring rounded corner is located, and the butt joint of the B-pillar reinforcement and the rear section of the upper beam is set outside the area where the second door ring rounded corner is located.

3. The design method of the door ring structure according to claim 2, characterized in that, The door ring structure further includes: a sill reinforcement, one end of which is connected to the B-pillar reinforcement and the other end of which is connected to the A-pillar reinforcement; The structural division of the door ring structure based on the stress state of the different regions and the setting position of the door ring rounded corners in the different regions includes: Based on the fact that the area where the B-pillar reinforcement and the sill reinforcement are located is subjected to side impact, the rounded corner of the third door ring is set on the sill reinforcement, and the butt joint between the B-pillar reinforcement and the sill reinforcement is set outside the area where the rounded corner of the third door ring is located. Based on the fact that the areas where the A-pillar reinforcement and the sill reinforcement are located are subject to side impact collisions, the rounded corner of the fourth door ring is set on the A-pillar reinforcement, and the joint between the A-pillar reinforcement and the sill reinforcement is set outside the area where the rounded corner of the fourth door ring is located.

4. The design method of the door ring structure according to claim 3, characterized in that, The door ring structure also includes a C-pillar assembly; the rear section of the upper beam has a first extension on the side away from the upper beam reinforcement, and the sill reinforcement has a second extension on the side away from the A-pillar reinforcement; one end of the C-pillar assembly is connected to the first extension, and the other end is connected to the second extension. The structural division of the door ring structure based on the stress state of the different regions and the setting position of the door ring rounded corners in the different regions includes: Based on the fact that the area where the rear section of the upper beam and the C-pillar assembly are located bears the top pressure, the rounded corner of the seventh door ring is set on the C-pillar assembly, and the butt joint between the rear section of the upper beam and the C-pillar assembly is set outside the area where the rounded corner of the seventh door ring is located; Based on the fact that the area where the sill reinforcement and the C-pillar assembly are located is subject to side impact, the rounded corner of the eighth door ring is set on the C-pillar assembly, and the mating joint between the sill reinforcement and the C-pillar assembly is set outside the area where the rounded corner of the eighth door ring is located.

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