A side door ring roller pressing component and a side door ring

Abstract

This invention relates to the field of automotive technology, specifically disclosing a side door ring roller forming component, a hollow cylindrical structure with a triangular cross-section, comprising a front section, an arc section, and a rear section. The front section is fixedly inserted into the A-pillar, and the rear section passes through the B-pillar and is fixedly inserted into the C-pillar. The arc section is located between the A-pillar and the B-pillar, with one end inserted into the B-pillar. A side door ring includes a side door ring roller forming component, an A-pillar, a B-pillar, and an inner door ring panel. The B-pillar includes an inner B-pillar panel and an outer B-pillar panel, both of which are double-layered. The inner layer of the outer B-pillar panel is completely located between the inner and outer B-pillar panels. The outer layer of the outer B-pillar panel is T-shaped, and a V-shaped section is provided at the top of the outer B-pillar panel. The V-shaped section forms a clearance area with the inner door ring panel, and the inner layer of the outer B-pillar panel extends to the root of the V-shaped section. This solution addresses the problem of reduced side-impact performance and compromised overall vehicle safety after the removal of the central roof beam in current automobiles.

Description

Technical Field

[0001] This invention relates to the field of automotive technology, specifically to a side door ring roller and a side door ring. Background Technology

[0002] To enhance the strength and competitiveness of domestic automobile companies and meet the needs of energy conservation and environmental protection in domestically produced automobiles, the application of automotive roll forming technology is becoming increasingly widespread.

[0003] Under the pressure of lightweighting automobiles and energy conservation and emission reduction, the use of high-strength steel to replace ordinary-strength steel and the use of rolled automotive parts to replace stamped parts are trends in the development of modern automotive parts.

[0004] Currently, cold stamping of ultra-high strength steel has been mass-produced and applied in some models of certain automakers both domestically and internationally. However, with the increase in strength level, the plasticity of high-strength steel decreases sharply, its formability deteriorates, and its springback becomes increasingly significant, bringing considerable difficulties and cost pressures to subsequent physical testing. Compared with stamping, roll forming offers outstanding advantages in processing high-strength steel, including high efficiency, material saving, environmental friendliness, and low cost. Furthermore, for the same weight of high-strength steel, roll-formed parts exhibit superior mechanical properties compared to stamped parts, which is beneficial for the lightweighting of automobiles. Consequently, automotive roll forming technology is receiving increasing attention.

[0005] In response to the trend of energy conservation and emission reduction, electric new energy vehicles are developing rapidly. At the same time, the lightweight, safety, and comfort of new energy vehicles are receiving increasing attention. In particular, because the chassis houses the power battery, the vertical space inside the vehicle is reduced, so most new energy vehicles adopt panoramic sunroofs or large sunroofs to enhance the vehicle's visibility and space. Traditional gasoline vehicles typically have three beams: one at the front, one at the rear, and a reinforcing beam in the middle. These three beams connect the left and right side door rings. The number of beams on the roof and the strength of the side walls determine the overall collision safety factor of the roof. However, for new energy vehicles, to achieve a more aesthetically pleasing panoramic sunroof and better visibility, the middle beam is often eliminated. However, once the middle beam on the roof is removed, the overall structural safety of the vehicle is greatly reduced, especially its side impact performance (in the event of a rollover, rollaway, or a major collision on one side, the vehicle's side walls need to have strong impact and deformation resistance to maximize occupant safety), significantly lowering the vehicle's safety factor. Summary of the Invention

[0006] The present invention aims to provide a side door ring roller pressing component to solve the problem that the side impact performance of automobiles is reduced and thus affects the overall safety of automobiles after the removal of the central crossbeam of the roof.

[0007] To achieve the above objectives, the present invention adopts the following technical solution:

[0008] A side door ring roller is a hollow column structure with a triangular cross-section. It includes a front section, an arc section, and a rear section that are integrally formed and arranged sequentially. The front section is fixedly inserted into column A, the rear section passes through column B and is fixedly inserted into column C, and the arc section is located between column A and column B with one end inserted into column B.

[0009] The principle and advantages of this solution are as follows: The side door ring roller of this invention is inserted into the A-pillar and C-pillar, and extends from the A-pillar through the B-pillar and into the C-pillar, thus adding a hollow column structure with a triangular cross-section to the side door ring. Compared with the traditional sheet metal stamping forming of the "U"-shaped cross-section, it saves more internal space, and the stiffness performance of the triangular cross-section is greatly improved, which improves the side impact performance of the car and ensures that the overall torsional stiffness of the body-in-white meets the performance requirements, thereby relatively improving the overall safety of the car. In addition, the triangular annular cross-section is also easy to process and manufacture, which helps to control costs while improving strength.

[0010] In addition, in this design, the side door ring roller is configured with a front section, an arc section, and a rear section. The arc section is positioned between the A-pillar and the B-pillar and inserted into the B-pillar. On the one hand, the arc section better matches the curvature of the entire vehicle from the top of the A-pillar to the roof, making the roller fit the edge curve of the side door ring more closely, ensuring that the roller can quickly function when the vehicle is subjected to a large impact. On the other hand, the arc section of this invention is closer to the B-pillar, which facilitates the connection between the roller and the B-pillar and further improves the door ring's resistance to impact deformation.

[0011] Preferably, as an improvement, the radius of the arc segment is not less than 1200mm. This solution improves the ability of the side door ring roller pressing component to withstand greater pressure without affecting the vehicle's wind resistance. It also avoids the problem of large deformation and incomplete part forming caused by excessive bending of the arc segment.

[0012] Preferably, as an improvement, one side of the triangular hollow column structure is attached to the inner plate of the door ring on the side door ring, and the upper surface of the rear section of the triangular hollow column structure is parallel to the upper surface of the side door ring. This design ensures, on the one hand, that the side door ring rollers are in full contact with the inner plate of the side door ring and the A, B, and C pillars under significant impact, allowing for uniform load transfer; on the other hand, it facilitates welding between them.

[0013] Preferably, as an improvement, the angle between the upper surface of the rear section and the horizontal plane is 18.5°.

[0014] Preferably, as an improvement, the hollow column structure is made of HC1350 / 1700MS material to give the side gate ring rollers higher strength.

[0015] The present invention also provides a side door ring, including the aforementioned side door ring roller.

[0016] Preferably, as an improvement, it also includes a B-pillar and an inner door ring panel. The B-pillar includes an inner B-pillar panel and an outer B-pillar panel. Both the inner and outer B-pillar panels are double-layered. The inner layer of the outer B-pillar panel is completely located between the inner and outer B-pillar panels. The double-layered structure of the inner B-pillar panel and the outer B-pillar panel are both geometrically shaped and fixedly connected at the flange. The outer B-pillar panel is T-shaped, and a V-shaped section is provided at the top of the outer B-pillar panel. The V-shaped section and the inner door ring panel form a clearance area for the side door ring roller to pass through. The inner B-pillar panel extends to the root of the V-shaped section.

[0017] The beneficial effects of this invention are as follows: In the prior art, conventional inner layer designs, in order to take into account factors such as springback, assembly errors, noise, and vibration, often involve a significant gap between the inner and outer layers. For example, the inner and outer layers are only welded at the flange, while other areas remain separate. Alternatively, the inner and outer layers may be bonded and welded together in certain areas. On the one hand, the gap created by the separation design can compensate for errors caused by processing, reducing the assembly difficulty. On the other hand, the gap can also act as an energy-absorbing buffer. In contrast, this solution specifically designs the B-pillar inner and outer panels as double-layered panels, with the inner and outer layers maintaining a near-complete fit. This greatly improves the overall strength of the side door ring and significantly enhances its resistance to external impact deformation. Furthermore, the inner layer of the B-pillar outer panel extends... Extending to the root of the V-shaped section, the force on the outer B-pillar panel can be quickly transferred to the side door ring rollers and the inner layer of the B-pillar panel. This allows the impact on the side door ring to be quickly transmitted to other parts of the side door ring, giving it excellent impact resistance even without a central crossbeam near the B-pillar. In a roof crush test without a central crossbeam, the side door ring with this design only displaced 75mm in the Y direction when subjected to an external force of approximately 78KN, while a conventional side door ring with the same rollers displaced 75mm in the Y direction when subjected to an external force of approximately 60KN. This demonstrates that this design significantly improves the structural strength of the side door ring and effectively resists the crushing damage to the sunroof glass without a central crossbeam caused by lateral forces.

[0018] Preferably, as an improvement, the inner layer of the outer panel of the B-pillar has a protrusion near the V-shaped section that extends towards the inner panel of the B-pillar. This absorbs some of the energy from an impact and reduces stress concentration.

[0019] Preferably, as an improvement, the inner layer of the B-pillar outer panel is fixedly connected to the outer layer of the B-pillar outer panel at the top edge and both sides, and the inner layer of the B-pillar outer panel is fixedly connected to the outer layer of the B-pillar outer panel at the top edge near the V-shaped section. This enhances the overall structural strength of the B-pillar and its resistance to external impact deformation.

[0020] Preferably, as an improvement, the outer layer of the B-pillar outer panel includes an upper part containing a V-shaped segment and a lower part extending towards the bottom of the vehicle. The upper and lower parts are joined by welding, and the thickness of the upper panel is greater than that of the lower panel. This further improves the structural strength of the top of the B-pillar. Attached Figure Description

[0021] Figure 1 This is a front view of Embodiment 1 of the present invention.

[0022] Figure 2 for Figure 1 The left view.

[0023] Figure 3 This is a partial structural diagram of the side gate ring roller press component after it is installed on the side gate ring in Embodiment 1.

[0024] Figure 4 for Figure 3 AA section view in the image.

[0025] Figure 5 The simulation curves of the Y-direction force and displacement on the roof of the test group 1 and the basic model after the top pressure test are shown.

[0026] Figure 6 The simulation curves of the Y-direction force and displacement on the roof of the test group 2 and the basic model after the top pressure test are shown.

[0027] Figure 7 This is a front view of Embodiment 2 of the present invention.

[0028] Figure 8 This is a partial three-dimensional structural diagram of the side gate ring in Embodiment 2 of the present invention.

[0029] Figure 9 for Figure 8 The main view.

[0030] Figure 10 for Figure 9 A partial sectional view of BB in the image.

[0031] Figure 11 for Figure 9 CC section view in the image.

[0032] Figure 12 This is a schematic diagram of the explosion of column B in Example 2.

[0033] Figure 13 for Figure 9 DD section view in the image.

[0034] Figure 14 This is a partial structural diagram of column A from another perspective in Embodiment 2 of the present invention.

[0035] Figure 15 This is a partial three-dimensional schematic diagram of the verification model of the side gate ring under Embodiment 2 and the basic model.

[0036] Figure 16 This is a front view diagram of the top pressure simulation of the side door rings on the left and right sides after they are connected to the front and rear crossbeams.

[0037] Figure 17 This is a schematic diagram showing the difference between the A-pillar of Embodiment 2 of the present invention and the A-pillar of the basic model.

[0038] Figure 18 This is a schematic diagram showing the difference between column B in Embodiment 2 of the present invention and column B in the basic model.

[0039] Figure 19 This is a schematic diagram showing the difference between the inner layer of the outer B-pillar panel in Embodiment 2 of the present invention and the inner layer of the outer B-pillar panel in the basic model.

[0040] Figure 20 This is a schematic diagram showing the difference between the inner B-pillar panel of Embodiment 2 of the present invention and the inner B-pillar panel of the basic model.

[0041] Figure 21 The simulation curves of the Y-direction force and displacement on the roof of the vehicle after the top pressure test are shown for the second embodiment, the control group, and the basic model. Detailed Implementation

[0042] The following detailed description illustrates the specific implementation method:

[0043] The reference numerals in the accompanying drawings include: side door ring roller pressing part 1, front section 11, arc section 12, rear section 13, A-pillar 2, A-pillar inner panel 21, A-pillar outer panel 22, reinforcing rib 221, B-pillar 3, B-pillar inner panel 31, B-pillar outer panel 32, V-shaped section 321, convex bulge 322, bulge 323, upper part 320, lower part 330, C-pillar 4, door ring inner panel 5, sill beam 6.

[0044] Example 1

[0045] Combination Figures 1 to 6 A side door ring roller forming component is provided, which adopts the form of a 3D cold roll forming tube beam. The side door ring roller forming component 1 is a hollow column structure with a wall thickness of 2.0mm. The cross-section of the hollow column structure is triangular. The side door ring roller forming component 1 includes a front section 11, an arc section 12 and a rear section 13, which are integrally formed and arranged in sequence. The front section 11 is fixedly inserted into the A column. The rear section 13 passes through the B column and is fixedly inserted into the C column. The arc section 12 is located between the A column and the B column, and one end of the arc section 12 is inserted into the B column.

[0046] In this embodiment, the radius of the arc segment 12 is 1200mm. One side of the triangular hollow column structure is in contact with the inner plate of the door ring on the side door ring, and the upper surface of the rear section 13 of the triangular hollow column structure is parallel to the upper surface of the side door ring. The angle between the upper surface of the rear section 13 and the horizontal plane is 18.5°. The side door ring roller 1 is made of HC1350 / 1700MS, with a yield strength of 1300MPa and a tensile strength of 1700MPa.

[0047] By further considering the fracture failure behavior of the sunroof glass during the roof compression simulation, an accurate simulation of the roof deformation mode of the side door ring roller pressing component 1 without a central crossbeam was achieved during the roof compression process. A verification model matching the roof compression deformation mode, crush displacement, and roof force was accurately established. Since the Y-direction load and displacement have the greatest impact on the sunroof glass's compression deformation, the Y-direction load and displacement of the side door ring roller pressing component 1 were used to evaluate the quality of the experiment.

[0048] To verify the effect of the change in arc size, test group 1 was set up for comparison with the basic model. The only difference between the basic model and test group 1 is that the radius of the arc segment 12 of the side gate ring roller pressing component 1 is 1500mm. The side gate ring roller pressing component 1 of both the basic model and test group 1 was applied to the same side gate ring without the intermediate crossbeam, and the test was conducted in accordance with the top pressing regulations and standards. The simulation results are as follows. Figure 5 As shown; from Figure 5 It can be seen that before the Y-direction displacement is less than 70mm, the impact deformation resistance of test group 1 is significantly better than that of the basic model.

[0049] In this experiment, to verify the effect of the angle between the upper surface of the rear section 13 and the horizontal plane, test group 2 was set up for comparison with the basic model. Figure 5 , Figure 6 The basic model is the same as that in the test group 2. The only difference between the test group 2 and the basic model is that the upper surface of the rear section 13 of the basic model makes a 15° angle with the horizontal plane. The side gate ring roller pressing component 1 of the basic model and the test group 2 are applied to the same side gate ring without the intermediate crossbeam, and the test is carried out in accordance with the top pressing regulations and standards. The simulation results are as follows. Figure 6 As shown, from Figure 6 It can be seen that the impact deformation resistance of test group 2 is significantly better than that of the basic model.

[0050] Compared with the "U" - shaped cross - section formed by traditional sheet metal stamping, this embodiment saves more internal space and significantly improves the cross - section stiffness performance, especially the overall stiffness of the white body. In terms of strength, the strength of the 3D cold roll - formed tube beam material is as high as 1700 Mpa, which can meet the safety requirements of side collisions. The main structure of the side - wall door ring roll - formed part 1 is an annular structure with a triangular cross - section. The stiffness can be significantly improved through the triangular annular cross - section, ensuring that the overall torsional stiffness of the white body meets the performance requirements and saving the internal space of the cavity. Moreover, the triangular annular cross - section is also convenient for processing and manufacturing, which is beneficial to controlling costs while increasing strength.

[0051] In addition, the angle setting and the size setting of the arc section 12 of the side - wall door ring roll - formed part 1 in this embodiment ensure the parallelism between the side - wall door ring roll - formed part 1 and the surface of the side - wall door ring. When the vehicle suffers a large impact, the entire side - wall door ring roll - formed part 1 can be evenly and fully contacted with the surface of the side - wall door ring, increasing the force - bearing area and facilitating the uniform transfer of the load.

[0052] In addition, in this embodiment, the side - wall door ring roll - formed part 1 is set as the front section 11, the arc section 12 and the rear section 13. The arc section 12 with a curvature is set between the A - pillar and the B - pillar and inserted into the B - pillar. On the one hand, the arc section 12 better matches the curvature change of the whole vehicle from the top of the A - pillar to the car roof, making the roll - formed part fit more closely to the edge curve of the side - wall door ring, ensuring that the roll - formed part can quickly play a role when the vehicle is subjected to a large impact. On the other hand, the position of the arc section 12 of the present invention is closer to the B - pillar, which facilitates the combination of the roll - formed part and the B - pillar, further improving the anti - impact deformation ability of the door ring.

[0053] Embodiment Two

[0054] Combined with Figures 7 to 21 , the side - wall door ring includes the side - wall door ring roll - formed part 1 of Embodiment One, and also includes the A - pillar 2, the B - pillar 3, the C - pillar 4, the inner panel 5 of the door ring and the sill beam 6. The bottom of the A - pillar 2, the bottom of the B - pillar 3 and the bottom of the C - pillar 4 are all fixedly connected to the sill beam 6, and the top of the A - pillar 2, the top of the B - pillar 3 and the top of the C - pillar 4 are all fixedly connected to the inner panel 5 of the door ring. The front section 11 of the side - wall door ring roll - formed part 1 is fixedly inserted into the A - pillar 2, the right end of the arc section 12 of the side - wall door ring roll - formed part 1 penetrates the space between the B - pillar 3 and the inner panel 5 of the door ring, and the rear section 13 of the side - wall door ring roll - formed part 1 is fixedly inserted into the C - pillar 4.

[0055] Combined with Figures 9 to 12 , the structure of the B - pillar 3 adopts a "U" - shaped structure. The B - pillar 3 is formed by the inner panel 31 of the B - pillar and the outer panel 32 of the B - pillar to form a closed cavity. Both the inner panel 31 of the B - pillar and the outer panel 32 of the B - pillar adopt double - layer plates. The inner layer of the outer panel 32 of the B - pillar is completely located between the inner panel 31 of the B - pillar and the outer panel 32 of the B - pillar. The double - layer structure of the inner panel 31 of the B - pillar and the outer layer of the outer panel 32 of the B - pillar are both in a "U" - shape and in Figure 11The welding is shown at the left and right flanges. The wall thickness of the inner and outer layers of the B-pillar inner panel 31 is 2.0mm. The outer layer of the B-pillar outer panel 32 is T-shaped, and a V-shaped section 321 is stamped on the top of the outer layer of the B-pillar outer panel 32. The V-shaped section 321 and the door ring inner panel 5 form a clearance area for the side door ring roller 1 to pass through. The inner layer of the B-pillar outer panel 32 extends to the root of the V-shaped section 321.

[0056] The inner wall thickness of the outer panel 32 of the B-pillar is 1.6mm. The inner layer of the outer panel 32 of the B-pillar has a protrusion 322 protruding towards the inner panel 31 of the B-pillar near the V-shaped section 321. The outer layer of the outer panel 32 of the B-pillar has a bulge 323 protruding towards the outside of the side door ring at the root of the V-shaped section 321. The inward protrusion 322 can absorb the energy brought by the impact and increase the overall strength of the outer panel 32 of the B-pillar. The outward bulge 323 also helps to increase the strength of the B-pillar 3.

[0057] The inner layer of the outer panel 32 of the B-pillar is fixedly connected to the outer layer of the outer panel 32 of the B-pillar at the top, left and right sides (e.g., bolted and / or welded, with at least two fixed connections on each corresponding side). The inner layer of the outer panel 32 of the B-pillar is welded to the outer layer of the outer panel 32 of the B-pillar at three points near the top edge of the V-shaped section 321. In addition to welding at the end flange position, the inner and outer layers of the inner and outer panels of the B-pillar are also fixedly connected at the top edges of the inner and outer layers. In this embodiment, an intermediate weld point is added to the top edges of the inner and outer layers of the inner and outer panels of the B-pillar.

[0058] The outer layer of the B-pillar outer panel 32 includes an upper part 320 containing a V-shaped segment 321 and a lower part 330 extending towards the bottom of the vehicle. The upper part 320 and the lower part 330 are joined by welding. The plate thickness of the upper part 320 is greater than that of the lower part 330. In this embodiment, the wall thickness of the upper part 320 is 2.0 mm and the wall thickness of the lower part 330 is 1.8 mm to further enhance the strength of the B-pillar 3 in this embodiment.

[0059] Combination Figure 9 , Figure 13 and Figure 14 The A-pillar 2 includes an inner A-pillar panel 21 and an outer A-pillar panel 22. The C-pillar 4 includes an outer C-pillar panel and an inner C-pillar panel. The front section 11 of the side door ring roller pressing part 1 is inserted and welded between the outer A-pillar panel 22 and the inner A-pillar panel 21. The rear section 13 of the side door ring roller pressing part 1 is inserted and welded between the outer C-pillar panel and the inner C-pillar panel. In order to reduce the extrusion deformation during the side collision, multiple bulges and reinforcing ribs 221 are stamped on the outer A-pillar panel 22. The bulges and reinforcing ribs 221 are staggered and form a continuous concave-convex shape. The recessed position of the outer A-pillar panel 22 is attached to and welded to the surface of the side door ring roller pressing part 1 to further strengthen the overall connection between the roller pressing part and the side wall.

[0060] Both the A-pillar inner panel 21 and the C-pillar inner panel are made of cast aluminum to balance the strength and lightweight design of the side door rings. The A-pillar outer panel 22, the C-pillar outer panel, and all panels of the B-pillar 3 are made of sheet metal. The sheet metal material is uncoated hot-formed steel 22MnB5 with a yield strength of 1100-1200MPa and a tensile strength of approximately 1500MPa.

[0061] This embodiment improves the structure of A-pillar 2 and B-pillar 3 by forming a multi-point fixed connection between the inner and outer layers on the left, right, top, and top edges of the outer B-pillar panel 32. It also adds fixing points at the end flanges and top edges of the inner and outer layers of the inner B-pillar panel 31. This significantly enhances the structural strength of the entire B-pillar 3. Under a top-pressure test with an applied load of 75KN, the Y-direction displacement does not exceed 75mm. This ensures that even without the middle crossbeam, the vehicle's side-impact performance meets requirements, guaranteeing the overall vehicle safety.

[0062] By further considering the fracture failure behavior of the panoramic glass during the top-pressure simulation, an accurate simulation of the roof deformation mode of the side door ring roller pressing component 1 without a middle crossbeam was achieved during the top-pressure process. A verification model matching the component was accurately established for the roof compression deformation mode, crush displacement, and roof force.

[0063] To ensure that the verification process is consistent with the actual vehicle, Figure 15 The Chinese frame is in a fixed position and is tested according to the top pressure regulations and standards. A rectangular obstacle avoidance device with the required dimensions is used, and the side gate ring is subjected to [further testing]. Figure 16 The top pressure verification analysis shown includes both Example 1 and a control group. The only difference between the control group and the basic model is that the control group has an added intermediate crossbeam during the test. Furthermore, the differences between the control group, the basic model, and Example 2, besides the difference in the side gate ring roller pressing component 1 in Example 1, also include differences in column A 2 and column B 3. The different situations are as follows... Figures 17 to 20 As shown.

[0064] from Figure 21 The curve shows that, in the comparison between the addition and absence of the middle crossbeam, the Y-direction displacement of the control group with the side door ring roller 1 is always less than that of the basic model before the applied external force does not exceed 50KN. This indicates that the presence of the middle crossbeam is beneficial to improving the side impact performance of the vehicle when the external force does not exceed 50KN.

[0065] from Figure 21As can be seen from the test of the side door ring roller pressing component 1 of Embodiment 1 on the control group and the basic model, it can be seen that in the control group with the side door ring roller pressing component 1, with the help of the middle crossbeam, the side door ring can only generate a displacement of 75mm in the Y direction when subjected to an external force of about 70KN; while once the basic model with the middle crossbeam is removed, the side door ring can already achieve a displacement of 75mm in the Y direction when subjected to an external force of about 60KN. However, in this second embodiment, by improving the B-pillar 3 and A-pillar 2 on the side door ring, the structural strength of the side door ring is greatly improved, completely achieving and exceeding the effect of the control group with the middle crossbeam. The side door ring of this second embodiment will only produce a displacement of 75mm in the Y direction when subjected to an external force of about 78KN. It can be seen that this second embodiment can effectively improve the structural strength of the side door ring, effectively resist the compression and damage of the sunroof glass by the side external force, and ensure that the side impact performance of the car is still very high even after the middle crossbeam of the roof is removed, thus ensuring the overall safety of the car.

[0066] The above descriptions are merely embodiments of the present invention, and common knowledge such as specific technical solutions and / or characteristics are not described in detail here. It should be noted that those skilled in the art can make various modifications and improvements without departing from the technical solutions of the present invention, and these should also be considered within the scope of protection of the present invention. These modifications and improvements will not affect the effectiveness of the implementation of the present invention or the practicality of the patent. The scope of protection claimed in this application should be determined by the content of its claims, and the specific embodiments described in the specification can be used to interpret the content of the claims.

Claims

1. A side door ring, applied to vehicles where the central roof beam has been eliminated, comprising a side door ring roll forming member, the side door ring roll forming member having a hollow cylindrical structure, characterized in that, The hollow column structure has a triangular cross-section. The side gate ring roller includes a front section, an arc section, and a rear section that are integrally formed and arranged sequentially. The front section is fixedly inserted into column A, the rear section passes through column B and is then fixedly inserted into column C, and the arc section is located between column A and column B with one end inserted into column B. The radius of the arc section is not less than 1200mm, and the angle between the upper surface of the rear section and the horizontal plane is 18.5°. It also includes the B-pillar and the inner panel of the door ring. The B-pillar includes an inner panel and an outer panel. Both the inner and outer panels are double-layered. The inner layer of the outer panel is completely located between the inner and outer panels. The double-layered structure of the inner panel and the outer panel are both shaped like a zigzag and are fixedly connected at the flange. The outer panel is T-shaped, and the top of the outer panel has a V-shaped section. The V-shaped section and the inner panel of the door ring form a clearance area for the side door ring roller to pass through. The inner panel of the outer panel extends to the root of the V-shaped section. The inner layer of the outer panel of the B-pillar has a protrusion that protrudes towards the inner panel of the B-pillar near the V-shaped section; the outer layer of the outer panel of the B-pillar has a bulge that protrudes towards the outer side of the side door ring at the root of the V-shaped section.

2. The side door ring according to claim 1, characterized in that: One side of the triangular hollow column structure is attached to the inner plate of the door ring on the side door ring, and the upper surface of the rear section of the triangular hollow column structure is parallel to the upper surface of the side door ring.

3. The side door ring according to claim 1, characterized in that: The hollow column structure is made of HC1350 / 1700MS material.

4. The side door ring according to claim 1, characterized in that: The inner layer of the outer panel of the B-pillar is fixedly connected to the outer layer of the outer panel of the B-pillar at the top edge and both sides. The inner layer of the outer panel of the B-pillar is fixedly connected to the outer layer of the outer panel of the B-pillar at the top edge near the V-shaped section.

5. The side door ring according to claim 4, characterized in that: The outer layer of the B-pillar outer panel includes an upper part containing a V-shaped section and a lower part extending towards the bottom of the vehicle. The upper and lower parts are joined by welding, and the thickness of the upper panel is greater than that of the lower panel.

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