A structure for improving the side impact resistance of a vehicle body

Abstract

This invention discloses a structure that improves the side impact resistance of a vehicle body, relating to the field of vehicle body anti-collision technology. It includes a frame and a mounting chassis, with a mounting groove on the chassis. It also includes a buffer guide mechanism to reduce the impact force of a side collision and an anti-deformation buffer mechanism to prevent deformation of the B-pillar due to excessive side impact force. The buffer mechanism includes a buffer guide component and a buffer component, and a guide groove is provided within the mounting groove. This structure, which improves the side impact resistance of a vehicle body, not only reduces the impact of oblique side impacts but also prevents B-pillar deformation during high-intensity side impacts, thus avoiding roof deformation and potential head injuries to occupants. Furthermore, it utilizes the vehicle's own collision inertia and the weight of the occupants to increase the strength of the buffer plate, thereby improving the vehicle's side impact resistance performance.

Description

Technical Field

[0001] This invention relates to the field of vehicle body collision resistance technology, and in particular to a structure that can improve the side impact resistance performance of a vehicle body. Background Technology

[0002] The existing vehicle body and chassis are connected and fixed through the A, B, and C pillars. Chinese invention patent CN113879245A discloses an active side impact buffer device for automobiles. This device, installed in the seat, includes a control device, an environmental sensing device, an execution device, a buffer device, and an audible and visual warning device. The vehicle uses the environmental sensing device to detect the side environment and transmits the collected information to the control device. After analyzing the collected information, the control device issues commands to the execution device. The execution device includes a permanent magnet, an electromagnet consisting of an iron core and a spiral coil, a connecting rod, and a piston. The piston is connected to the permanent electromagnet, and its rear end is connected to the connecting rod, with a sleeve fixed in the seat. By energizing the spiral coil, a repulsive force is generated between the iron core and the permanent magnet, pushing the piston and connecting rod to move, thereby pushing the buffer device out of the seat. Simultaneously, the side airbag deploys, resulting in a significant energy absorption effect and effectively protecting the occupants. The advantages of this invention are good buffering effect, simple manufacturing, convenient replacement, and low manufacturing cost.

[0003] However, the aforementioned device still has some problems in its use. While it can reduce the impact of a collision through its buffering mechanism, head injuries are often more severe than lower limb injuries in side-impact collisions. This is because in a side-impact collision, the car strikes the B-pillar between the two doors. Since the B-pillar connects the roof and the undercarriage, it bends under the impact, reducing its length. However, because the position between the roof and the undercarriage remains unchanged, and the B-pillar is fixedly connected to the roof, the roof is affected by the bending of the B-pillar. The change in the position of the roof, coupled with the small distance between the roof and the heads of the occupants, can lead to head injuries. Furthermore, in side-impact collisions, especially in new energy vehicles where there is currently no effective mitigation mechanism, if the front of the vehicle partially impacts the side, the intrusion into the side of the vehicle can increase if the impact position cannot be altered. This increases the likelihood of injury to occupants. Excessive intrusion can not only deform the B-pillar but also potentially damage the battery mounted on the chassis, causing leakage and, in severe cases, spontaneous combustion. Summary of the Invention

[0004] The present invention addresses the problem that existing technical solutions are too simplistic and provides a solution that is significantly different from existing technologies. The present invention provides a structure that can improve the side impact resistance of a car body, thereby solving the technical problem that existing car bodies cannot change the collision position, resulting in excessive intrusion and injury to occupants during partial collisions.

[0005] The present invention adopts the following technical solution: a structure that can improve the side impact resistance of a car body, including a frame and a mounting chassis, wherein the mounting chassis is provided with a mounting groove, and further includes a buffer guide mechanism for reducing the impact force of a side collision, and an anti-deformation buffer mechanism for preventing the B-pillar from deforming due to excessive side collision force. The buffer mechanism includes a buffer guide component and a buffer component. A guide groove is provided in the mounting groove. The buffer component includes a buffer plate, which is located on the outside of the frame and below the door frame. A plurality of second buffer springs are provided between the buffer plate and the mounting chassis.

[0006] Furthermore, the buffer guide component includes multiple primary buffer plates, each of which is provided with a first buffer spring between itself and the main buffer plate. Multiple sets of buffer airbags are provided on the outside of the mounting chassis, and each of the buffer airbags is provided with a trigger connection pipe between itself and the primary buffer plate.

[0007] Furthermore, each set of buffer airbags is divided into upper and lower parts, and the cross-section of the buffer airbag is semi-circular after it is deployed.

[0008] Furthermore, the anti-deformation buffer mechanism includes a B-pillar adjustment component and a reaction force adjustment component. The reaction force adjustment component includes a connecting frame with several mounting slots. Each mounting slot contains a one-way rack, and a connecting gear meshes above the one-way rack. The connecting gear is rotatably connected to the mounting chassis. A mating toothed plate is provided on one side of the connecting gear, and a return spring post is provided on the outer side of the mating toothed plate. A mating plate is provided below the return spring post and is connected to the mounting chassis. A pressure plate is provided above the mating toothed plate. A groove is formed in the connecting frame, and guide blocks are provided on both sides of the connecting frame. The guide blocks slide in engagement with the guide grooves.

[0009] Furthermore, the mating toothed plate is meshed with the connecting gear, and the mating toothed plate and the connecting frame are offset from each other.

[0010] Furthermore, the B-pillar adjustment component includes a connecting B-pillar, a connecting block at the top of the connecting B-pillar, a limiting block on the inner side of the connecting B-pillar, the limiting block being disposed through the vehicle frame, a movable push block on the outer side of the limiting block, a locking groove inside the movable push block, a mating push block on the outer side of the movable push block, a connecting toothed plate below the mating push block, a connecting plate being movably disposed in the connecting toothed plate, and the connecting plate being fixedly connected to the mounting chassis.

[0011] Furthermore, the connecting column B is rotatably connected to the connecting block, and the movable push block is slidably connected to the connecting column B.

[0012] Furthermore, the connecting toothed plate is meshed with the connecting gear, and the connecting toothed plate is located above the connecting gear, and the connecting toothed plate and the mating toothed plate are offset from each other.

[0013] Compared with the prior art, the beneficial effects of the present invention are as follows:

[0014] Firstly, during use, the anti-deformation buffer mechanism effectively mitigates the impact of a side tilt collision or minor side impact, preventing damage to occupants or the battery mounted on the vehicle's chassis. In a side tilt collision, the small impact area results in significant localized stress. If the collision position cannot be adjusted, the vehicle's deformation can be severe. The vehicle will initially strike the primary buffer plate. Since multiple primary buffer plates are present, their positions change according to the impact location after a tilt collision. Each primary buffer plate is connected to its corresponding airbag via a trigger connection pipe. When a collision occurs, the airbag deploys, and the vehicle impacts it. Due to the airbag's curved shape, it acts as a guide, causing the front of the vehicle to shift and reducing the impact angle between the front of the colliding vehicle and the body of the other vehicle. In some cases, the front of the colliding vehicle may even be parallel to the body of the other vehicle. This reduced impact angle decreases the force of the collision, thus mitigating the impact of minor side impacts. Furthermore, the primary buffer plate has a secondary buffer plate connected to the frame via a second buffer spring. The combined effect of the secondary buffer plate and the secondary buffer plate effectively reduces the impact of side tilting collisions and minor side impacts.

[0015] Secondly, the buffer guiding mechanism can reduce the impact of high-intensity side collisions. When a side collision occurs at high speed, the car's inertia is significant due to the high speed. If the impact force is not mitigated, the B-pillar may deform. Since the height between the roof and the frame remains constant, and the roof and frame are connected by the B-pillar, its height changes after bending. Furthermore, because the B-pillar is welded to the roof, the roof deforms synchronously with the B-pillar. When the roof deforms, given the limited headroom between the roof and occupants in a typical vehicle, head injuries can occur. In such a collision, the impact force is significant, causing substantial deformation of the buffer plate. The primary buffer plate can mitigate the impact force, but it cannot completely eliminate it. When the buffer plate's displacement reaches a certain position, the B-pillar disengages from the vehicle frame, and the B-pillar moves synchronously with the intrusion of the vehicle. In this state, the B-pillar will not bend under the impact of the vehicle, thus avoiding the deformation of the roof caused by the B-pillar bending. Furthermore, due to the presence of a reaction force adjustment component, when the B-pillar moves with the intruding vehicle, the reaction force adjustment component will work, providing additional counterforce to the buffer plate according to the impact force of the vehicle, thereby reducing the impact force of the vehicle. Moreover, when not impacted, the occupants can use their own weight to provide support for the buffer plate, thereby increasing the buffer plate's cushioning strength.

[0016] In summary, when in use, this device can not only reduce the impact of side-impact collisions at an angle, but also prevent B-pillar deformation in the event of a high-intensity side impact, thus avoiding deformation of the roof and preventing head injuries to occupants. Furthermore, it can utilize the vehicle's own collision inertia and the weight of the occupants to increase the strength of the buffer plate, thereby improving the vehicle's side-impact protection performance. Attached Figure Description

[0017] To more clearly illustrate the specific embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the specific embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of the present invention. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0018] Figure 1 This is a schematic diagram of the main structure of the present invention;

[0019] Figure 2This is a schematic diagram of the anti-deformation buffer mechanism of the present invention;

[0020] Figure 3 This is a schematic diagram of the second buffer spring structure of the present invention;

[0021] Figure 4 This is a top view of the anti-deformation buffer mechanism of the present invention;

[0022] Figure 5 This is a first-view structural schematic diagram of the buffer guide mechanism of the present invention;

[0023] Figure 6 This is a schematic diagram of the buffer guide mechanism of the present invention from a second perspective.

[0024] Figure 7 This is a third-view structural diagram of the buffer guide mechanism of the present invention.

[0025] Figure label:

[0026] 1. Frame; 2. Mounting chassis; 21. Mounting slot; 3. Anti-deformation buffer mechanism; 31. Connecting B-pillar; 32. Connecting bracket; 33. Groove; 34. Limiting block; 35. Guide block; 36. Connecting plate; 37. One-way rack; 38. Connecting toothed plate; 39. Movable push block; 310. Matching push block; 311. Lower pressure plate; 312. Connecting gear; 313. Matching toothed plate; 314. Return spring post; 315. Matching plate; 4. Buffer guide mechanism; 41. First-stage buffer plate; 42. First buffer spring; 43. Trigger connecting tube; 44. Buffer main plate; 45. Second buffer spring; 46. Buffer airbag. Detailed Implementation

[0027] The technical solution of the present invention will now be clearly and completely described with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments.

[0028] The components of the embodiments of the invention described and shown in the accompanying drawings can typically be arranged and designed in a variety of different configurations. Therefore, the following detailed description of the embodiments of the invention provided in the drawings is not intended to limit the scope of the claimed invention, but merely to illustrate selected embodiments of the invention.

[0029] 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.

[0030] In the description of this invention, it should be noted that the terms "center," "upper," "lower," "left," "right," "vertical," "horizontal," "inner," and "outer," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing the invention and for 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 the invention. Furthermore, the terms "first," "second," and "third" are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0031] In the description of this invention, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this invention based on the specific circumstances. Example 1

[0032] The following is combined Figures 1 to 4 As shown, this embodiment of the invention provides a structure that can improve the side impact resistance of a car body, including a frame 1 and a mounting chassis 2. The mounting chassis 2 is provided with a mounting groove 21, and also includes a buffer guide mechanism 4 for reducing the impact force of a side collision, and an anti-deformation buffer mechanism 3 for preventing the B-pillar from deforming due to excessive side collision force. The buffer mechanism includes a buffer guide component and a buffer component. A guide groove is provided in the mounting groove 21. The buffer component includes a buffer plate 44. The buffer plate 44 is located on the outside of the frame 1 and below the door frame. A plurality of second buffer springs 45 are provided between the buffer plate 44 and the mounting chassis 2.

[0033] Specifically, the buffer guide component includes multiple primary buffer plates 41, each primary buffer plate 41 is provided with a first buffer spring 42 between it and the main buffer plate 44, and multiple sets of buffer airbags 46 are provided on the outside of the mounting chassis 2, each buffer airbag 46 is provided with a trigger connecting pipe 43 between it and the primary buffer plate 41.

[0034] Specifically, each set of buffer airbags 46 consists of two parts, upper and lower, and the cross-section of each buffer airbag 46 is semi-circular after it is deployed.

[0035] During operation, the anti-deformation buffer mechanism 3 effectively mitigates the impact of a side tilt collision or minor side collision, preventing damage to occupants or the battery mounted on the chassis. In the event of a side tilt collision, the small impact area leads to significant localized stress. If the collision position cannot be adjusted, the vehicle's deformation can be severe. The vehicle will initially impact the primary buffer plate. Since multiple primary buffer plates are present, their positions change according to the impact location after a tilt collision. Each primary buffer plate is connected to a corresponding airbag 46 via a trigger connection pipe 43. The corresponding airbag 46 will then impact... When the airbag is deployed, the colliding vehicle will impact the airbag. Due to the airbag's arc-shaped design, its shape can guide the vehicle. When the vehicle impacts the arc-shaped buffer airbag 46, it will cause the front of the colliding vehicle to shift, reducing the impact angle between the front of the colliding vehicle and the body of the collided vehicle, or even bringing the front of the colliding vehicle and the body of the collided vehicle parallel to each other. Because the impact angle is reduced, the impact force is decreased, thereby reducing the impact of minor side impacts. At the same time, since a buffer plate 44 is provided on one side of the primary buffer plate, and the buffer plate 44 is connected to the frame 1 through a second buffer spring 45, the combined action of the buffer plate 44 and the primary buffer plate can effectively reduce the impact of side tilting impacts and minor side impacts. Example 2

[0036] The following is combined Figures 1 to 7 As shown, specifically, the anti-deformation buffer mechanism 3 includes a B-pillar adjustment component and a reaction force adjustment component. The reaction force adjustment component includes a connecting frame 32, on which several mounting slots 21 are provided. Each mounting slot 21 is provided with a one-way rack 37. A connecting gear 312 is meshed above the one-way rack 37. The connecting gear 312 is rotatably connected to the mounting chassis 2. A mating toothed plate 313 is provided on one side of the connecting gear 312. A return spring post 314 is provided on the outer side of the mating toothed plate 313. A mating plate 315 is provided below the return spring post 314. The mating plate 315 is connected to the mounting chassis 2. A lower pressure plate 311 is provided above the mating toothed plate 313. A groove 33 is provided in the connecting frame 32. Guide blocks 35 are provided on both sides of the connecting frame 32. The guide blocks 35 are slidably engaged with the guide groove.

[0037] Specifically, the mating toothed plate 313 is meshed with the connecting gear 312, and the mating toothed plate 313 and the connecting frame 32 are offset from each other.

[0038] Specifically, the B-pillar adjustment component includes a connecting B-pillar 31, a connecting block at the top of the connecting B-pillar 31, a limiting block 34 on the inner side of the connecting B-pillar 31, the limiting block 34 being disposed through the frame of the vehicle frame 1, a movable push block 39 on the outer side of the limiting block 34, a locking groove in the movable push block 39, a mating push block 310 on the outer side of the movable push block 39, a connecting toothed plate 38 below the mating push block 310, a connecting plate 36 being movably disposed in the connecting toothed plate 38, and the connecting plate 36 being fixedly connected to the mounting chassis 2.

[0039] Specifically, the connecting column B 31 is rotatably connected to the connecting block, and the movable push block 39 is slidably connected to the connecting column B 31.

[0040] During operation, since the connecting block is fixedly connected to the roof, when the connecting B-pillar 31 is not connected to the frame 1, the connecting B-pillar 31 can rotate around the connecting block.

[0041] Specifically, the connecting toothed plate 38 is meshed with the connecting gear 312, and the connecting toothed plate 38 is located above the connecting gear 312, and the connecting toothed plate 38 is offset from the mating toothed plate 313.

[0042] During operation, the buffer guide mechanism 4 can reduce the impact of high-intensity side collisions. When a side collision occurs at high speed, the car's inertia is significant due to the high speed. If the side impact force cannot be mitigated, the B-pillar may deform. Since the height between the roof and the frame 1 remains constant, and the roof and frame 1 are connected by the B-pillar, the height of the B-pillar changes after bending. Simultaneously, because the B-pillar is welded to the roof, the roof deforms synchronously with the B-pillar. When the roof deforms, given the limited headroom between the roof and occupants in a typical vehicle, the roof deformation can lead to head injuries. Furthermore, the large impact force causes significant deformation of the buffer plate 44. The primary buffer plate can mitigate the impact force, but it cannot completely eliminate it. When the buffer plate 44 reaches a certain displacement, the B-pillar disengages from the frame 1, and the B-pillar moves synchronously with the intrusion of the vehicle. In this state, the B-pillar will not bend under the impact of the vehicle, thus avoiding the deformation of the roof caused by the bending of the B-pillar. Furthermore, due to the presence of a reaction force adjustment component, the reaction force adjustment component will work when the B-pillar moves with the intruding vehicle, providing additional resistance to the buffer plate 44 according to the impact force of the vehicle, thereby reducing the impact force of the vehicle. Moreover, when not impacted, the occupants can use their own weight to provide support for the buffer plate 44, thereby increasing the buffer strength of the buffer plate 44.

[0043] Working principle: Before a collision occurs, a pressure plate 311 is installed under the seat cushion of the side passenger. Due to the weight of the occupants, the pressure plate 311 always has a downward tendency to move. The pressure plate 311 is connected to the connecting gear 312 via a toothed plate 313. The connecting gear 312 is connected to the connecting frame 32 via a one-way rack 37. The connecting frame 32 is connected to the buffer plate 44. Therefore, when the pressure plate 311 has a downward tendency to move, the buffer plate 44 also has an outward tendency to move. This increases the strength of the buffer plate 44 and improves its impact resistance. When a side collision occurs, it can be divided into a side oblique angle collision and a side frontal collision, depending on the collision situation. In oblique angle collisions and minor side-to-side collisions, the small impact area results in significant localized forces. If the vehicle's position cannot be adjusted during the impact, the deformation can be severe. The vehicle will initially strike the primary buffer plate. Since multiple primary buffer plates exist, their positions change after the oblique collision. Each primary buffer plate is connected to a corresponding airbag 46 via a trigger connector 43. The airbag 46 will then deploy, and the vehicle will impact it. The curved shape of the airbag helps guide the vehicle. When the vehicle impacts the curved airbag... When the airbag 46 is deployed, it causes the front of the impacting vehicle to shift, reducing the impact angle between the front of the impacting vehicle and the body of the other vehicle, or even bringing them parallel. Because the impact angle is smaller, the impact force is reduced, thus mitigating the impact of minor side impacts. Simultaneously, a buffer plate 44 is installed on one side of the primary buffer plate, and the buffer plate 44 is connected to the frame 1 via a second buffer spring 45. The combined action of the buffer plate 44 and the primary buffer plate effectively reduces the impact of side tilting impacts and minor side impacts. When a side impact occurs at high speed, the vehicle's inertia is significant due to the high speed. During a surface collision, the buffer plate 44 will shift due to the impact, and the displacement will increase. This causes the connecting frame 32 to move inward due to the buffer plate 44. Since the connecting frame 32 is equipped with a one-way rack 37, the connecting gear 312 will not be affected and will continue to rotate when the connecting frame 32 moves inward, thus preventing injury to occupants when the connecting frame 32 moves. When the connecting frame 32 moves to a certain extent, the position of the groove 33 corresponds to the position of the limiting block 34. Under the influence of its own weight, the limiting block 34 enters the groove 33, causing the connecting B-pillar 31 to disengage from the chassis. When the car hits the connecting B-pillar 31, the connecting B-pillar 31 will be deflected by the impact force. When the connecting B-pillar 31 disengages from the chassis and deflects,At this point, a gap may appear between the B-pillar 31 and the chassis. However, to ensure the supporting function of the B-pillar 31 for the roof, the movable push block 39, located in the B-pillar 31, will move downwards under gravity to fill the gap. A locking groove is provided in the movable push block 39, corresponding to the position of the mating push block 310. This allows the movable push block 39 to push the mating block as it moves. The mating block connects to the connecting toothed plate 38, giving the connecting toothed plate 38 a tendency to move. The connecting toothed plate 38 is connected to the connecting gear 312, which is connected to the connecting frame 32 via a one-way gear. When the B-pillar 31 moves inwards, the connecting frame 32 tends to move outwards. This utilizes the impact force of the car itself to increase the strength of the buffer plate 44, thereby reducing the impact of a car collision.

[0044] When in use, this device can not only reduce the impact of side-angle impacts, but also prevent B-pillar deformation in the event of a high-intensity side impact, thus avoiding roof deformation and head injuries to occupants. In addition, it can increase the strength of the buffer plate 44 by utilizing the vehicle's own collision inertia and the weight of the occupants, thereby improving the vehicle's side-impact protection performance.

[0045] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, and not to limit them; although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features; and these modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of the present invention.

Claims

1. A structure for improving the side impact resistance of a car body, comprising a frame (1) and a mounting chassis (2), wherein the mounting chassis (2) is provided with a mounting groove (21), characterized in that; It also includes a buffer guide mechanism (4) to reduce the impact force of side collisions, and an anti-deformation buffer mechanism (3) to prevent the B-pillar from deforming due to excessive side collision force. The buffer guide mechanism (4) includes a buffer guide component and a buffer component. A guide groove is provided in the mounting groove (21). The buffer component includes a buffer plate (44). The buffer plate (44) is located on the outside of the frame (1) and below the door frame. Multiple second buffer springs (45) are provided between the buffer plate (44) and the mounting chassis (2). The anti-deformation buffer mechanism (3) includes a B-pillar adjustment component and a reaction force adjustment component. The reaction force adjustment component includes a connecting frame (32). The connecting frame (32) is provided with several mounting slots (21). Each mounting slot (21) is provided with a one-way rack (37). A connecting gear (312) is meshed above the one-way rack (37). The connecting gear (312) is rotatably connected to the mounting chassis (2). A matching part is provided on one side of the connecting gear (312). A toothed plate (313) is provided with a return spring post (314) on the outside of the toothed plate (313). A mating plate (315) is provided below the return spring post (314). The mating plate (315) is connected to the mounting base (2). A lower pressure plate (311) is provided above the toothed plate (313). A groove (33) is provided in the connecting frame (32). Guide blocks (35) are provided on both sides of the connecting frame (32). The guide blocks (35) slide with the guide groove. The B-pillar adjustment component includes a connecting B-pillar (31), a connecting block is provided at the top of the connecting B-pillar (31), a limiting block (34) is provided on the inner side of the connecting B-pillar (31), the limiting block (34) is provided through the frame of the vehicle frame (1), a movable push block (39) is provided on the outer side of the limiting block (34), a locking groove is provided in the movable push block (39), a mating push block (310) is provided on the outer side of the movable push block (39), a connecting toothed plate (38) is provided below the mating push block (310), a connecting plate (36) is movably provided in the connecting toothed plate (38), and the connecting plate (36) is fixedly connected to the mounting chassis (2).

2. The structure for improving the side impact resistance of an automobile body according to claim 1, characterized in that; The buffer guide component includes multiple primary buffer plates (41), and a first buffer spring (42) is provided between each primary buffer plate (41) and the main buffer plate (44). Multiple sets of buffer airbags (46) are provided on the outside of the mounting chassis (2), and a trigger connection pipe (43) is provided between each buffer airbag (46) and the primary buffer plate (41).

3. The structure for improving the side impact resistance of an automobile body according to claim 2, characterized in that; Each set of buffer airbags (46) is divided into two parts, upper and lower, and the cross-section of the buffer airbags (46) is semi-circular after they are deployed.

4. The structure for improving the side impact resistance of an automobile body according to claim 1, characterized in that; The mating toothed plate (313) is meshed with the connecting gear (312), and the mating toothed plate (313) is offset from the connecting frame (32).

5. A structure for improving the side impact resistance of an automobile body according to claim 1, characterized in that; The connecting column B (31) is rotatably connected to the connecting block, and the movable push block (39) is slidably connected to the connecting column B (31).

6. The structure for improving the side impact resistance of an automobile body according to claim 1, characterized in that; The connecting toothed plate (38) is meshed with the connecting gear (312), and the connecting toothed plate (38) is located above the connecting gear (312), and the connecting toothed plate (38) and the mating toothed plate (313) are misaligned.

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