Vehicle body side wall assembly

Abstract

A vehicle body side wall assembly comprises a doorsill beam, a first door ring and a second door ring, the first door ring and the second door ring are connected in the Y direction, the second door ring is located on the side, close to the space in a vehicle, of the first door ring, the lower portion of the first door ring and the lower portion of the second door ring are connected with the doorsill beam, and the doorsill beam is connected with the door ring. The front end of the doorsill beam protrudes out of the front portion of the first door ring and the front portion of the second door ring, and a first energy absorption area is formed in the front portion of the first door ring and the front portion of the second door ring, so that the overall integration is improved, the overall performance and the bearing capacity of the side wall assembly are improved, and the life safety of people in a vehicle is protected.

Description

Technical Field

[0001] This invention relates to the field of vehicle body structure technology, and in particular to a vehicle body side panel assembly. Background Technology

[0002] As a crucial component of the vehicle, the vehicle body structure plays a vital role in absorbing the impact and energy generated during a collision. In the event of a collision, the body structure must be able to withstand sufficient impact energy to prevent excessive deformation or even fracture, which could compress the survival space for occupants. This is especially true for new energy vehicles, where the increased weight of the battery leads to a greater impact energy on the body structure, necessitating improvements in the vehicle's collision resistance. Summary of the Invention

[0003] In view of this, the purpose of the present invention is to provide a vehicle side panel assembly that improves the vehicle's collision resistance and reduces the cost of component connections.

[0004] The present invention provides a vehicle side panel assembly, including a sill beam, a first door ring and a second door ring, the first door ring and the second door ring being connected along the Y direction, the second door ring being located on the side of the first door ring closer to the vehicle interior space, the lower part of the first door ring and the second door ring being connected to the sill beam, the front end of the sill beam protruding from the front part of the first door ring and the second door ring, and forming a first energy absorption zone at the front part of the first door ring and the second door ring.

[0005] By setting up the first and second door rings, the investment cost of connecting parts can be reduced, and the integration is stronger. The first energy absorption zone is formed by setting up the door sill beam. The first energy absorption zone can play a collision energy absorption role. During the collision, the first energy absorption zone is impacted before the first and second door rings, so as to reduce the collision energy transmitted to the first and second door rings, which can improve the overall performance and load-bearing capacity of the side panel assembly.

[0006] In one embodiment, when a vehicle is involved in a frontal collision or a small offset collision, the sill beam is impacted before the first door ring and the second door ring. The collision energy is transferred to the first door ring and the second door ring through the sill beam. The first energy-absorbing area is used to reduce the collision energy transferred to the first door ring and the second door ring.

[0007] In one embodiment, the front of the first door ring and the second door ring is provided with a second energy-absorbing area, which is located in front of the first energy-absorbing area.

[0008] In one embodiment, the first door ring includes an integrally formed lower outer plate of the A-pillar, a front upper outer plate of the A-pillar, a rear upper outer plate of the A-pillar, an outer plate of the B-pillar, and an outer plate of the upper side beam. The lower ends of the lower outer plate of the A-pillar and the outer plate of the B-pillar are connected to the door sill beam. The upper end of the lower outer plate of the A-pillar is connected to the front end of the front upper outer plate of the A-pillar. The rear end of the front upper outer plate of the A-pillar is connected to the rear upper outer plate of the A-pillar. The rear end of the rear upper outer plate of the A-pillar is connected to the outer plate of the upper side beam. The upper end of the outer plate of the B-pillar is connected to the rear upper outer plate of the A-pillar.

[0009] In one embodiment, the second door ring includes a lower inner plate of the A-pillar, a front inner plate of the A-pillar, front and rear plates of the A-pillar, an inner plate of the B-pillar, a sill connecting plate, and an inner plate of the upper beam. The lower inner plate of the A-pillar and the inner plate of the B-pillar are connected by the sill connecting plate. The upper end of the lower inner plate of the A-pillar is connected to the front end of the front inner plate of the A-pillar, the rear end of the front inner plate of the A-pillar is connected to the rear inner plate of the A-pillar, the rear end of the rear inner plate of the A-pillar is connected to the inner plate of the upper beam, and the upper end of the inner plate of the B-pillar is connected to the rear inner plate of the A-pillar.

[0010] In one embodiment, the front outer plate and the rear outer plate of the A-pillar cooperate to form the outer connecting plate of the A-pillar, and the front inner plate and the rear inner plate of the A-pillar cooperate to form the inner connecting plate of the A-pillar. A support beam is provided between the outer connecting plate and the inner connecting plate.

[0011] In one embodiment, a reinforcing plate is provided between the first door ring and the second door ring. The reinforcing plate is located in the cavity between the outer panel of the B-pillar and the inner panel of the B-pillar, and is located at the upper part of the cavity.

[0012] In one embodiment, when the vehicle is involved in a side collision or pole collision, the outer panel of the B-pillar is impacted by the collision, and the collision energy is transferred through the outer panel of the B-pillar and the reinforcing plate to the A-pillar and the upper beam. The collision energy is also transferred through the lower end of the outer panel of the B-pillar to the second door ring and the door sill beam.

[0013] In one embodiment, the system further includes a C-post connected to the first door ring, the upper end of the C-post being connected to the rear end of the upper beam, and the lower end of the C-post being connected to the door sill beam.

[0014] In one embodiment, when the vehicle experiences a top-down or rollover collision, the A-pillar and the upper side beam are subjected to the impact, and the collision energy is transferred to the B-pillar and the C-pillar through the A-pillar and the upper side beam. Attached Figure Description

[0015] To more clearly illustrate the technical solutions of the embodiments of the present invention, the accompanying drawings used in the embodiments will be briefly introduced below. It should be understood that the following drawings only show some embodiments of the present invention and should not be regarded as a limitation on the scope. For those skilled in the art, other related drawings can be obtained based on these drawings without creative effort.

[0016] Figure 1 This is a schematic diagram of the overall structure of an embodiment of the present invention;

[0017] Figure 2 This is a partial structural schematic diagram of a vehicle body side panel according to an embodiment of the present invention;

[0018] Figure 3 This is another structural schematic diagram of the vehicle side panel according to an embodiment of the present invention;

[0019] Figure 4 This is an exploded view of column B according to an embodiment of the present invention;

[0020] Figure 5 This is an exploded view of column A and column B according to an embodiment of the present invention;

[0021] Figure 6 This is a left view of a side panel assembly according to an embodiment of the present invention;

[0022] Figure 7 This is an exploded view of a side panel assembly according to an embodiment of the present invention;

[0023] Figure 8 This is a schematic diagram of the structure of the second door ring according to an embodiment of the present invention;

[0024] Figure 9 This is a graph showing the barrier force value versus the displacement of the sidewall assembly according to an embodiment of the present invention.

[0025] In the picture:

[0026] 10-Sill beam; 11-Beam body; 12-Extension; 121-Buffer cavity; 122-Connecting rib; 13-Energy absorber; 20-A-pillar; 21-Front connecting section; 22-Rear connecting section; 221-Outer connecting plate; 222-Inner connecting plate; 223-Support beam; 30-Front longitudinal beam; 40-B-pillar; 41-B-pillar outer plate; 411-First connecting piece; 412-Second connecting piece; 42-B-pillar inner plate; 43-Reinforcing plate; 50-Upper beam; 60-Front crossbeam; 70-Rear crossbeam; 8 0-C-pillar; 90-D-pillar; 100-Side panel assembly; 100a-First energy absorption zone; 100b-Second energy absorption zone; 100c-Support zone; 101-First door ring; 1011-Lower outer panel of A-pillar; 1012-Front outer panel of A-pillar; 1013-Rear outer panel of A-pillar; 102-Second door ring; 1021-Lower inner panel of A-pillar; 1022-Front inner panel of A-pillar; 1023-Rear inner panel of A-pillar; 1024-Sill connecting plate; 1025-Snap-fit ​​flange; 1026-Connecting flange. Detailed Implementation

[0027] The specific embodiments of the present invention will now be described in detail with reference to the accompanying drawings. Obviously, the described embodiments are merely some, not all, of the embodiments of the present invention. Based on the description of the present invention, all other embodiments obtained by those skilled in the art without inventive effort are within the scope of protection of the present invention.

[0028] Unless otherwise explicitly specified and limited, the terms "setup," "installation," and "connection" should be interpreted broadly. For example, they can refer to fixed connections, detachable connections, or integral connections; they can refer to mechanical connections or electrical connections; they can refer to direct connections or indirect connections through an intermediate medium. Those skilled in the art can understand the specific meaning of these terms based on the specific circumstances.

[0029] The terms “upper,” “lower,” “left,” “right,” “front,” “back,” “top,” “bottom,” “inner,” and “outer,” etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, or the orientation or positional relationship commonly used when the product of the invention is in use. They are only for the convenience of description and simplification, 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 present invention.

[0030] The terms “first,” “second,” “third,” etc., are used merely to distinguish elements with similar properties, not to indicate or imply relative importance or a specific order.

[0031] The terms “include,” “comprising,” or any other variation thereof are intended to cover non-exclusive inclusion, which includes not only the elements listed but also other elements not expressly listed.

[0032] See appendix Figure 1 The coordinate system in this system, where the X, Y, and Z directions are based on the vehicle coordinate system, is a special moving coordinate system used to describe the motion of a car. The origin of this coordinate system coincides with the center of mass of the vehicle. When the vehicle is stationary on a level road, the X direction of this coordinate system refers to the direction parallel to the direction of the car's travel, where the arrow indicates the forward direction; the Y direction refers to the width direction of the car, where the arrow indicates the left direction; and the Z direction refers to the height direction of the car, where the arrow indicates the upward direction.

[0033] As a crucial component of the vehicle, the vehicle body structure plays a vital role in absorbing the impact and energy generated during a collision. In the event of a collision, the body structure must be able to withstand sufficient impact energy to prevent excessive deformation or even fracture, which could compress the survival space for occupants. This is especially true for new energy vehicles, where the increased weight of the battery leads to a greater impact energy on the body structure, necessitating improvements in the vehicle's collision resistance.

[0034] In existing technologies, a structure is usually added to the front of the vehicle to intervene in the collision process in advance to absorb collision energy and reduce the collision energy transmitted to the middle and rear of the vehicle. Due to the influence of vehicle layout space and styling design, the layout space at the front of the vehicle is insufficient, resulting in a larger collision energy transmitted to the front middle of the vehicle. This can easily lead to large deformation of the A-pillar and side door opening structure. Excessive deformation will compress the interior space, making it impossible for occupants to escape safely and affecting their life safety.

[0035] Especially in small offset collisions, due to the influence of the front body design, if the front bumper beam is short, it may not be able to participate in energy absorption. The tires are likely to be subjected to a large impact earlier, which in turn makes the A-pillar more likely to deform, resulting in an increase in the amount of A-pillar intrusion into the interior space.

[0036] To avoid excessive deformation of the A-pillar in small offset collisions, the front bumper beam is usually lengthened and thickened so that it can participate in the collision process to absorb energy. However, this method has a significant impact on the overall weight of the vehicle body structure, which is not conducive to the lightweight design of the vehicle and will bring great limitations to the design of the front structure of the vehicle body.

[0037] There are also ways to increase the strength of the A-pillar by increasing its size (such as thickness and width), but this will result in a larger blind spot and poorer visibility, which will affect the driver's driving experience.

[0038] Example 1

[0039] As attached Figure 1 As shown, the vehicle collision buffer system proposed in this invention includes a sill beam 10 and an A-pillar 20. The lower ends of the sill beam 10 and the A-pillar 20 are connected, and the sill beam 10 and the A-pillar 20 cooperate to form a first force transmission path. When the vehicle is involved in a frontal collision or a small offset collision, the sill beam 10 is impacted before the A-pillar 20. The sill beam 10 can play a role in collision buffering and energy absorption. The reduced collision energy absorbed by the sill beam 10 is transmitted to the A-pillar 20 through the sill beam 10.

[0040] By using the sill beam 10 as a new collision path, the sill beam 10 is impacted before the A-pillar 20. This eliminates the need for extensive energy absorption structures at the front of the vehicle, saving considerable front space. This allows for greater flexibility in the design of the front bumper assembly, subframe assembly, and other front-end structures, facilitating lightweight and flexible styling. Furthermore, the sill beam 10 absorbs and buffers energy, reducing the impact energy transmitted to the lower part of the A-pillar 20. This effectively reduces the deformation of the A-pillar 20, preventing it from breaking or undergoing significant deformation that could encroach on the interior space. It also eliminates the need for major dimensional changes to the A-pillar, improving visibility and resolving the issue of excessive A-pillar intrusion into the interior space during a collision. This enhances the vehicle's collision resistance and protects the lives of occupants.

[0041] In one example, as shown in the attached document Figure 1 As shown, the vehicle collision buffer system proposed in this invention includes an A-pillar 20 and a front longitudinal beam 30. The front longitudinal beam 30 extends along the X direction and is connected to the middle front end or upper front end of the A-pillar 20 along the X direction. The front longitudinal beam 30 is located above the sill beam 10 in the Z direction. The front longitudinal beam 30 and the A-pillar 20 cooperate to form a second force transmission path. When the vehicle is involved in a frontal collision or a small offset collision, the front longitudinal beam 30 is impacted before the sill beam 10 and the A-pillar 20. The front longitudinal beam 30 can play a role in collision buffering and energy absorption. The reduced collision energy after being absorbed by the front longitudinal beam 30 is transferred to the A-pillar 20 through the front longitudinal beam 30.

[0042] In one example, the front longitudinal beam 30 works in conjunction with the sill beam 10 to absorb energy and protect the A-pillar 20.

[0043] Example 2

[0044] As attached Figure 1 As shown, the vehicle collision buffer system proposed in this invention includes a sill beam 10 and an A-pillar 20. The sill beam 10 extends entirely along the X-direction, combined with... Figure 2The sill beam 10 includes a main beam body 11 and a first buffer part connected along the X direction. The sill beam 10 is connected to the lower end of the A-pillar 20. The first buffer part protrudes at least partially from the front end of the A-pillar 20. When the vehicle is involved in a frontal collision or a small offset collision, the first buffer part is impacted before the A-pillar 20. The collision energy is transferred to the main beam body 11 through the first buffer part. The first buffer part can reduce the collision energy transferred to the main beam body 11 and the A-pillar 20.

[0045] In one example, as shown in the attached document Figure 2 As shown, the first buffer section includes an extension 12, which is connected to the beam body 11 along the X direction and is located at the front end of the beam body 11. The lower end of the A-pillar 20 is connected to the beam body 11, and the extension 12 is located at the front end of the A-pillar 20.

[0046] The extension 12 is impacted before the main beam 11. The extension 12 can act as an energy absorber and buffer, reducing the impact energy transmitted to the main beam 11. This prevents the main beam 11 from deforming too much during the impact and squeezing the space of the doorway structure. The impact energy is transmitted from the extension 12 to the main beam 11, and then from the main beam 11 to the A-pillar 20. The extension 12 and the main beam 11 work together to provide a double buffer, protecting the A-pillar 20 and significantly improving the impact resistance.

[0047] In another example, see Appendix Figure 2 The first buffer section includes an extension 12, which is connected to the beam body 11 along the X direction and is located at the front end of the beam body 11. The lower end of the A-pillar 20 is connected to the connection between the extension 12 and the beam body 11, that is, the extension 12 is partially connected to the lower end of the A-pillar 20, so that the extension 12 is partially located at the front end of the A-pillar 20.

[0048] The extension 12 is impacted before the main beam 11. The impact energy is transferred from the extension 12 to the main beam 11 and the A-column 20. The extension 12 can act as an energy absorber and buffer, which can reduce the impact energy transferred to the main beam 11 and the A-column 20, so as to avoid the main beam 11 and the A-column 20 from undergoing large deformation during the collision and squeezing the space of the doorway structure, thus improving the impact resistance performance.

[0049] Optionally, the extension 12 is integrally formed with the main beam 11.

[0050] Optionally, the impact force transmitted from the main beam 11 to the upper part of the A-column 20 can be reduced by approximately 75%.

[0051] Optionally, the lower part of column A 20 is connected to the main beam 11 using FDS (Flow Drill Screws).

[0052] In one example, as shown in the attached document Figure 3As shown, the first buffer section also includes an energy-absorbing member 13 connected to the extension member 12 along the X direction. The energy-absorbing member 13 is located at the front end of the extension member 12. When the vehicle is involved in a frontal collision or a small offset collision, the energy-absorbing member 13 is first subjected to the collision impact and plays a primary energy-absorbing buffer role. The collision energy is transferred from the energy-absorbing member 13 to the extension member 12, and the extension member 12 can play a secondary energy-absorbing buffer role to ensure that the beam body 11, or the beam body 11 and A-pillar 20, do not come into contact with a large collision energy and generate excessive deformation.

[0053] In one example, the collision energy is transferred from the extension 12 to the main beam 11, which can act as a three-stage energy absorption buffer. The collision energy is then transferred from the main beam 11 to the A-pillar 20 to prevent the A-pillar 20 from bending or breaking, thus ensuring the safety of the occupants.

[0054] For example, as shown in the appendix Figure 2 As shown, the aforementioned extension 12 includes a buffer cavity 121, which can collapse during a collision to reduce the collision energy. In an alternative embodiment, the buffer cavity 121 is formed along the X direction and extends through both ends of the extension 12 in the X direction.

[0055] Optionally, the extension 12 is made of extruded aluminum.

[0056] For example, as shown in the appendix Figure 2 As shown, the extension 12 also includes a connecting rib 122 disposed in the buffer cavity 121. The connecting rib 122 divides the buffer cavity 121 into at least two collapse spaces. The connecting rib 122 is used to increase the structural strength of the extension 12, so that the extension 12 has a certain load-bearing capacity. The at least two collapse spaces can provide collapse amount to improve the buffering effect.

[0057] For example, the beam body 11 includes the aforementioned buffer cavity 121 to give the beam body 11 good collision buffering performance. In an alternative embodiment, the aforementioned connecting rib is provided inside the buffer cavity 121.

[0058] Optionally, the main beam 11 is made of extruded aluminum.

[0059] In one example, the main beam 11, the first buffer section, and the A-pillar 20 work together to form a first force transmission path. When the vehicle is involved in a frontal collision or a small offset collision, the first buffer section is impacted by the collision, and the collision energy is transmitted to the main beam 11 and the A-pillar 20 through the first buffer section, or the collision energy is transmitted to the main beam 11 through the first buffer section and then to the A-pillar 20 through the main beam 11.

[0060] In one alternative, when a vehicle is involved in a frontal collision or a minor offset collision, the first buffer section is impacted before the A-pillar 20 and acts as an energy absorber to reduce the collision energy transmitted to the main beam 11, preventing the main beam 11 from deforming excessively and compressing the doorway structure. The collision energy is transmitted to the main beam 11 through the first buffer section, and then to the A-pillar 20 through the main beam 11. The first buffer section and the main beam 11 work together to achieve a buffering effect, which can reduce the collision energy transmitted to the A-pillar 20 and prevent the A-pillar 20 from deforming excessively and compressing the survival space of the occupants.

[0061] In another alternative, when the vehicle is involved in a frontal collision or a minor offset collision, the first buffer section is impacted before the A-pillar 20 and acts as an energy absorber. The collision energy is transferred to the main beam 11 and the A-pillar 20 through the first buffer section, thus achieving a buffering effect on the main beam 11 and the A-pillar 20.

[0062] By setting up the vehicle collision buffer system as described above, the buffering efficiency of collision energy can be improved by using the first force transmission path. This helps to reduce the collision force on the sill beam 10 and A-pillar 20, thereby enabling the sill beam 10 and A-pillar 20 to maintain good structural stability in a vehicle collision accident, preventing them from undergoing large deformations and intruding into the vehicle's interior space. This provides sufficient survival space for the occupants, improves the vehicle's anti-collision performance, and saves space in the front of the vehicle by not adding too many structures.

[0063] In one example, as shown in the attached document Figure 2 As shown, the A-pillar 20 includes a front connecting section 21 and a rear connecting section 22. The front connecting section 21 extends approximately along the Z direction. The lower end of the front connecting section 21 is connected to the sill beam 10. The front end of the rear connecting section 22 is connected to the upper end of the front connecting section 21. The rear end of the rear connecting section 22 is connected to the upper beam 50. The rear connecting section 22 extends approximately along the X direction.

[0064] As attached Figure 5 As shown, the rear connecting section 22 includes an outer connecting plate 221, an inner connecting plate 222, and a support beam 223. The outer connecting plate 221 and the inner connecting plate 222 are connected along the Y direction and cooperate to form a receiving cavity. The inner connecting plate 222 is located on the side closer to the vehicle interior space, and the support beam 223 is disposed in the receiving cavity. The support beam 223 extends approximately along the X direction.

[0065] For example, during connection, the outer connecting plate 221 is connected to the outer plate of the upper beam 50, such as by welding, to form a first A-pillar assembly. The inner connecting plate 222 is connected to the inner plate of the upper beam 50, such as by welding, to form a second A-pillar assembly. The support beam 223 is connected to the first A-pillar assembly, such as by CMT (Cold Metal Transfer) or laser welding. Then, the first A-pillar assembly is connected to the second A-pillar assembly to form the closed accommodating cavity described above. The support beam 223 is closely connected to the first A-pillar assembly, which can provide support and cushioning.

[0066] Optionally, both the outer connecting plate 221 and the inner connecting plate 222 are made of 1500 MPa thermoformed sheet metal.

[0067] Optionally, the support beam 223 is a hollow component, which can not only meet the lightweight design requirements of the A-pillar 20, but also play a supporting role, reducing the overall component input of the A-pillar 20, and flexibly adjust the cross-sectional dimensions of the A-pillar 20 to improve the visibility of the A-pillar 20.

[0068] Optionally, the support beam 223 is a 2Gpa thermally expanded tube beam.

[0069] In one example, as shown in the attached document Figure 1 As shown, the vehicle collision buffer system proposed in this invention also includes a B-pillar 40. The upper end of the B-pillar 40 is connected to the rear of the A-pillar 20, and the lower end of the B-pillar 40 is connected to the sill beam 10. More specifically, the lower end of the B-pillar 40 is connected to the beam body 11. The upper part of the B-pillar 40 is provided with a reinforcement zone, and the lower part of the B-pillar 40 is provided with a buffer zone. The sill beam 10, the A-pillar 20, and the B-pillar 40 cooperate to form a third force transmission path. When a vehicle collision occurs, more specifically, when a side collision or pillar collision occurs, the B-pillar 40 is subjected to the collision impact, and the collision energy is transmitted to the A-pillar 20 and the sill beam 10 through the B-pillar 40.

[0070] The reinforced area increases the structural strength of B-pillar 40, giving the upper part of B-pillar 40 good strength and rigidity, ensuring that the upper part of B-pillar 40 is not easily deformed during side collisions or pillar collisions, and ensuring the stability and firmness of the connection between the upper part of B-pillar 40 and A-pillar 20. The collision energy is transferred from the upper part of B-pillar 40 to A-pillar 20.

[0071] The buffer zone can absorb energy and make the lower part of the B-pillar 40 easier to collapse, which can reduce the collision energy transmitted to the upper part of the B-pillar 40 and the sill beam 10, so that the sill beam 10 can maintain structural stability, reduce the deformation of the sill beam 10 during the collision, and ensure that the connection between the B-pillar 40 and the sill beam 10 is stable and firm, preventing the B-pillar 40 from separating from the sill beam 10.

[0072] By strengthening the coordination between the buffer zone and the buffer zone, the B-pillar 40 can support the A-pillar 20 to prevent the rear of the A-pillar 20 from deforming too much and compressing the interior space. It can also protect the sill beam 10 so that it does not deform too much during a collision, thus preventing the occupants from being unable to escape safely.

[0073] In one example, as shown in the attached document Figure 4 As shown, the B-pillar 40 includes an outer B-pillar panel 41, an inner B-pillar panel 42, and a reinforcing plate 43. The outer B-pillar panel 41 and the inner B-pillar panel 42 are connected along the Y direction to form a cavity. The reinforcing plate 43 is disposed in the cavity and located at the upper part of the cavity. The reinforcing plate 43, together with the outer B-pillar panel 41 and the inner B-pillar panel 42, forms the aforementioned reinforcing area. The outer B-pillar panel 41 and the inner B-pillar panel 42, together with the lower part of the cavity, form the aforementioned buffer zone.

[0074] For example, the reinforcing plate 43 is connected to the outer B-pillar plate 41 by welding, such as spot welding.

[0075] For example, the outer panel 41 and the inner panel 42 of the B-pillar are connected by welding, such as laser welding.

[0076] Optionally, the outer B-pillar panel 41 is made of a thermoformed laser-welded plate with an upper part of 1500 MPa and a thickness of 1.6 mm, and a lower part of 590 MPa and a thickness of 1.4 mm; and / or, the inner B-pillar panel 42 is made of a thermoformed laser-welded plate with an upper part of 1500 MPa and a thickness of 1.6 mm, and a lower part of 590 MPa and a thickness of 1.4 mm. By using plates of unequal thickness, the strength of the upper part of the B-pillar 40 can be guaranteed, and the load-bearing capacity of the upper part of the B-pillar 40 can be significantly improved. This helps to ensure that the interior space is not compressed, and also makes the lower part of the B-pillar 40 easy to collapse and absorb collision energy.

[0077] In one example, as shown in the attached document Figure 4 As shown, the outer panel 41 of the B-pillar is provided with a first connector 411 and a second connector 412. The first connector 411 is located at the upper end of the outer panel 41 of the B-pillar and is used to connect with the A-pillar 20. The second connector 412 is located at the lower end of the outer panel 41 of the B-pillar and is used to connect with the sill beam 10, which can ensure that the lower part of the B-pillar 40 has sufficient connection strength.

[0078] Optionally, the first connector 411, the second connector 412, and the B-pillar outer panel 41 are integrally formed.

[0079] Optionally, the second connector 412 is connected to the sill beam 10 by FDS or bolts.

[0080] Optionally, the X-axis dimension of the first connector 411 is larger than the X-axis dimension of the outer panel 41 of the B-pillar, so as to increase the contact and connection area between the first connector 411 and the A-pillar 20, which is beneficial to improving the connection quality.

[0081] Optionally, the X-direction dimension of the second connector 412 is larger than the X-direction dimension of the outer panel 41 of the B-pillar, so as to increase the contact and connection area between the second connector 412 and the sill beam 10, which is beneficial to improving the connection quality.

[0082] In one example, the upper end of the reinforcing plate 43 is provided with a third connector 431, which cooperates with the first connector 411 to connect with the A-pillar 20.

[0083] Optionally, the third connector 431 and the first connector 411 are connected to the A-pillar 20 by spot welding.

[0084] Optionally, the third connector 431 is integrally formed with the reinforcing plate 43.

[0085] Optionally, the reinforcing plate 43 is made of a 2Gpa thermoformed stamping plate.

[0086] As attached Figure 1 As shown, the rear of column A 20 is connected to the upper beam 50. Column A 20 on the left and right sides is connected by the front crossbeam 60, which extends approximately along the Y direction. The upper beam 50 on the left and right sides is connected by the rear crossbeam 70, which also extends approximately along the Y direction. The upper beam 50, front crossbeam 60, and rear crossbeam 70 work together to form a fourth force transmission path. This fourth force transmission path, in conjunction with the third force transmission path, enables the transfer of collision energy. The collision energy is transferred from column B 40 to column A 20, then through column A 20 to the front crossbeam 60, and finally through the rear of column A 20 to the upper beam 50 and the rear crossbeam 70.

[0087] In one example, the support beam 223 of the A-pillar 20 extends approximately along the X direction to at least the connection between the A-pillar 20 and the B-pillar 40. The support beam 223 cooperates with the upper reinforcement area of ​​the B-pillar 40 to improve structural stability, prevent large deformation or even breakage of the upper part of the B-pillar 40 during a collision, and can also play a load-bearing role to ensure that the interior space is not affected.

[0088] In one embodiment of the present invention, as shown in the appendix Figure 1 As shown, the vehicle collision buffer system of the present invention also includes an A-pillar 20, an upper side beam 50, a front cross beam 60, and a C-pillar 80. The A-pillars 20 located on the left and right sides are connected by the front cross beam 60, which extends approximately along the Y direction. The rear part of the A-pillar 20 is connected to the front end of the upper side beam 50, and the upper end of the C-pillar 80 is connected to the rear end of the upper side beam 50. The A-pillar 20, the upper side beam 50, the front cross beam 60, and the C-pillar 80 cooperate to form a fifth force transmission path.

[0089] When a vehicle is involved in a collision, more specifically, when the vehicle experiences a top-down or rollover collision, the front crossbeam 60 is the first to be impacted and transfers the collision energy to the A-pillar 20 connected to it. The A-pillar 20 then transfers the collision energy to the B-pillar 40. The collision energy is then transferred through the rear end of the A-pillar 20 to the upper beam 50 and the C-pillar 80. Because the upper part of the B-pillar 40 is reinforced, it can be ensured that the B-pillar 40 does not bend during the collision transfer process, thus ensuring the bearing capacity limit of the B-pillar 40.

[0090] In one example, the support beam 223 of the A-pillar 20 extends approximately along the X direction to at least the connection between the upper beam 50 and the C-pillar 80. The support beam 223 works in conjunction with the reinforcement area on the upper part of the B-pillar 40 to improve the stability of the overall structure, prevent large deformation or even breakage of the upper part of the B-pillar 40 during a collision, and also play a load-bearing role to ensure that the interior space is not affected.

[0091] In one embodiment of the present invention, as shown in the appendix Figure 1 As shown, the vehicle collision buffer system of the present invention also includes a D-pillar 90, the rear end of the C-pillar 80 is connected to the D-pillar 90, and the D-pillar 90 is connected to the upper side beam 50. In the fifth force transmission path, the impact energy is transmitted to the upper side beam 50 and the C-pillar 80 through the rear end of the A-pillar 20, and then transmitted to the D-pillar 90 through the C-pillar 80.

[0092] For example, the C-pillar 80 and the D-pillar 90 can be integrally formed or they can be connected separately as one piece.

[0093] Example 3

[0094] As attached Figure 7 As shown, the present invention also proposes a vehicle side panel assembly 100, including a sill beam 10, a first door ring 101, and a second door ring 102. The first door ring 101 and the second door ring 102 are connected along the Y direction. The second door ring 102 is located on the side of the first door ring 101 closer to the interior space. The lower ends of the first door ring 101 and the second door ring 102 are connected to the sill beam 10. Figure 6 The front end of the threshold beam 10 protrudes from the front of the first door ring 101 and the second door ring 102, and forms a first energy absorption zone 100a in the front of the first door ring 101 and the second door ring 102.

[0095] When a vehicle is involved in a collision, more specifically, when the vehicle is involved in a frontal collision or a minor offset collision, the sill beam 10 is impacted before the first door ring 101 and the second door ring 102. The collision energy is transferred to the first door ring 101 and the second door ring 102 through the sill beam 10. The first energy absorption zone 100a can play a role in collision buffering and energy absorption, which helps to reduce the collision energy transferred to the first door ring 101 and the second door ring 102.

[0096] By setting the first door ring 101 and the second door ring 102, the investment cost of connecting parts can be reduced and the integration is stronger. The first energy absorption area 100a is formed by setting the door sill beam 10. The first energy absorption area 100a can play a collision energy absorption role. During the collision, the first energy absorption area 100a is impacted before the first door ring 101 and the second door ring 102, so as to reduce the collision energy transmitted to the first door ring 101 and the second door ring 102, which can improve the overall performance and load-bearing capacity of the side assembly 100.

[0097] The structure of the threshold beam 10 can be referred to in Embodiment 2 above, with extension 12, or extension 12 and energy-absorbing member 13 forming the first energy-absorbing zone 100a.

[0098] The force transmission path can be referred to the first force transmission path in Embodiment 1 or 2 above, and will not be repeated here.

[0099] In one example, as shown in the attached document Figure 6 As shown, the front of the first door ring 101 and the second door ring 102 is provided with a second energy absorption area 100b, which is located in front of the first energy absorption area 100a. The second energy absorption area 100b and the first energy absorption area 100a work together to improve the collision performance. The first door ring 101 and the second door ring 102 work together to form a support area 100c, which can play a role in bearing the collision force during the collision.

[0100] For example, as shown in the appendix Figure 6 As shown, the side assembly 100 also includes a front longitudinal beam 30, which protrudes from the front end of the first door ring 101 and the second door ring 102, and the rear end of the front longitudinal beam 30 is connected to the first door ring 101 and the second door ring 102. The force transmission path can be referred to the second force transmission path in the above embodiment one or two.

[0101] Optionally, the first door ring 101 and the second door ring 102 are connected by welding, such as laser welding.

[0102] In one example, as shown in the attached document Figure 7 As shown, the first door ring 101 includes an integrally formed A-pillar lower outer plate 1011, A-pillar upper front outer plate 1012, A-pillar upper rear outer plate 1013, B-pillar outer plate 41, and upper side beam 50 outer plate, wherein the A-pillar upper front outer plate 1012 and A-pillar upper rear outer plate 1013 cooperate to form an outer connecting plate 221.

[0103] The lower end of the lower outer panel 1011 of the A-pillar is connected to the sill beam 10. More specifically, the lower end of the lower outer panel 1011 of the A-pillar is connected to the main beam 11. The upper end of the lower outer panel 1011 of the A-pillar is connected to the front end of the upper front outer panel 1012 of the A-pillar. The rear end of the upper front outer panel 1012 of the A-pillar is connected to the upper rear outer panel 1013 of the A-pillar. The rear end of the upper rear outer panel 1013 of the A-pillar is connected to the upper beam 50. The upper end of the outer panel 41 of the B-pillar is connected to the upper rear outer panel 1013 of the A-pillar. The lower end of the outer panel 41 of the B-pillar is connected to the sill beam 10. More specifically, the lower end of the outer panel 41 of the B-pillar is connected to the main beam 11.

[0104] Optionally, the outer panels of the lower A-pillar 1011, the upper front A-pillar 1012, the upper rear A-pillar 1013, the outer panels of the B-pillar 41, and the outer panels of the upper side beam 50 are connected by welding, such as laser welding.

[0105] Optionally, the lower outer panel 1011 of the A-pillar is made of a 590 MPa, T1.4 mm plate, the upper front outer panel 1012 of the A-pillar is made of a 1500 MPa, T1.8 mm plate, and the upper rear outer panel 1013 of the A-pillar is made of a 1500 MPa, T1.6 mm plate. Using different material thicknesses can improve structural stability.

[0106] For example, the lower outer panel 1011 of the A-pillar is provided with a first functional plate, and the first functional plate is provided with a front door hinge fixing point for mounting the front door. Optionally, the first functional plate and the lower outer panel 1011 of the A-pillar are connected by spot welding and then formed by hot forming stamping, which can increase the structural strength and reduce the number of parts.

[0107] Optionally, the upper part of the B-pillar outer panel 41 is made of a 1500 MPa plate with a thickness of 1.8 mm, and the lower part of the B-pillar outer panel 41 is made of a 590 MPa plate with a thickness of 1.6 mm. By using plates of unequal thickness, the structural strength of the upper part of the B-pillar outer panel 41 can be guaranteed, which is beneficial to improving the load-bearing capacity of the upper part of the B-pillar outer panel 41.

[0108] For example, a second functional plate is provided on the upper part of the outer panel 41 of the B-pillar, and the second functional plate is provided with a rear door hinge fixing point for mounting the rear door. Optionally, the second functional plate is made of a 2Gpa, T2.0mm sheet.

[0109] In one example, combined with appendix Figure 7 and attached Figure 8 The second door ring 102 includes the lower inner plate 1021 of the A-pillar, the upper front inner plate 1022 of the A-pillar, the upper rear inner plate 1023 of the A-pillar, the inner plate 42 of the B-pillar, the sill connecting plate 1024, and the inner plate of the upper beam 50. The upper front inner plate 1022 and the upper rear inner plate 1023 of the A-pillar cooperate to form the inner connecting plate 222 of the A-pillar 20.

[0110] The lower end of the inner panel 1021 of the A-pillar is connected to the sill beam 10 via the sill connecting plate 1024. The upper end of the inner panel 1021 of the A-pillar is connected to the front end of the upper front inner panel 1022 of the A-pillar. The rear end of the upper front inner panel 1022 of the A-pillar is connected to the front end of the upper rear inner panel 1023 of the A-pillar. The rear end of the upper rear inner panel 1023 of the A-pillar is connected to the inner panel of the upper side beam 50. The upper end of the inner panel 42 of the B-pillar is connected to the upper rear inner panel 1023 of the A-pillar. The lower end of the inner panel 42 of the B-pillar is connected to the sill beam 10 via the sill connecting plate 1024.

[0111] Optionally, the inner panel 1021 of the lower A-pillar and the inner panel 42 of the B-pillar are connected to the sill connecting plate 1024 and the sill beam 10 using FDS.

[0112] Optionally, the lower inner panel 1021 of the A-pillar is made of a 590 MPa, T1.4 mm plate, the upper front inner panel 1022 of the A-pillar is made of a 1500 MPa, T1.6 mm plate, and the upper rear inner panel 1023 of the A-pillar is made of a 1500 MPa, T1.4 mm plate. Using different material thicknesses can improve structural stability.

[0113] Optionally, the upper part of the B-pillar inner panel 42 uses a 1500 MPa, 1.6 mm thick plate, while the lower part uses a 590 MPa, 1.4 mm thick plate. This unequal thickness material design increases load-bearing capacity while reducing space occupation, even with a smaller cross-sectional size. (See attached image) Figure 7 As shown, a support beam 223 is provided between the first door ring 101 and the second door ring 102. The support beam 223 is located between the outer connecting plate 221 and the connecting plate 222, and the support beam 223 extends approximately along the X direction.

[0114] As attached Figure 7 As shown, a reinforcing plate 43 is provided between the first door ring 101 and the second door ring 102. The reinforcing plate 43 is located in the cavity between the outer plate 41 and the inner plate 42 of the B-pillar, and is located in the upper part of the cavity, so that the upper part of the B-pillar 40 forms a reinforcing area.

[0115] When a vehicle collision occurs, more specifically, when a side impact or pillar impact occurs, the first door ring 101 is impacted, and further, the outer B-pillar panel 41 is impacted. The impact energy is transferred through the outer B-pillar panel 41 and the reinforcing plate 43 to the inner B-pillar panel 42, and then from the upper part of the B-pillar 40 to the A-pillar 20. The support beam 223 ensures the structural stability of the A-pillar 20 during the collision. The impact energy is transferred from the lower end of the outer B-pillar panel 41 to the door sill beam 10. The force transmission path can be seen in the third force transmission path described above.

[0116] When a vehicle collision occurs, more specifically, when a vehicle experiences a top-down or rollover collision, the A-pillar 20 and the upper beam 50 are impacted. The support beam 223 provides support to prevent the A-pillar 20 from bending, and the reinforcing plate 43 also provides support for the A-pillar 20. The collision energy is transferred to the B-pillar 40 through the A-pillar 20 and the upper beam 50. The force transmission path can be found in the fourth force transmission path described above.

[0117] Optionally, the support beam 223 extends approximately along the X direction and extends to the upper beam 50 at its rear end. This arrangement enables uniform load-bearing, ensures the continuity of the structure, and allows for the uniform transfer of collision energy.

[0118] As attached Figure 8 As shown, the sill connecting plate 1024 is provided with a snap-fit ​​flange 1025 and a connecting flange 1026. The snap-fit ​​flange 1025 is located on the upper part of the sill connecting plate 1024 and cooperates with the first door ring 101 for installing the sealing strip. The connecting flange 1026 is used to connect with the sill beam 10.

[0119] Optionally, the second door ring 102 is connected to the door sill connecting plate 1024 by welding, such as spot welding.

[0120] Optionally, the lower ends of the connecting flange 1026, the sill beam 10, the inner plate 1021 of the A-pillar, and the inner plate 42 of the B-pillar are connected by FDS.

[0121] In one example, as shown in the attached document Figure 8 As shown, the side panel assembly 100 also includes a C-pillar 80 connected to the first door ring 101. The upper end of the C-pillar 80 is connected to the rear end of the upper side beam 50, and the lower end of the C-pillar 80 is connected to the door sill beam 10. The force transmission path can be found in the fifth force transmission path described above.

[0122] In another example, the side assembly 100 also includes a D-pillar 90, which is connected to the upper beam 50 and to the C-pillar 80.

[0123] Optionally, the upper beam 50 and the D column 90 are connected by FDS.

[0124] Optionally, the C-pillar 80 and D-pillar 90 are integrally molded.

[0125] As attached Figure 9As shown in the figure, L1 represents a schematic diagram of the barrier force value and vehicle displacement of the vehicle side panel assembly 100 using the present invention, L2 represents a schematic diagram of the barrier force value and vehicle displacement of a vehicle not using the present invention, and P1, P2 and P3 represent the early, middle and late stages of the collision, respectively. It can be seen from the figure that the design of the present invention can produce a more significant energy absorption and buffering effect in both the early and late stages of the collision. Under the same barrier force value, the displacement of the vehicle side panel door opening is smaller, which can significantly reduce the deformation and has a good energy absorption effect. In the middle stage of the collision, the barrier force on the vehicle side panel door opening is smaller, which can provide sufficient load-bearing capacity and has good structural stability.

[0126] When a vehicle is involved in a collision, more specifically, when the vehicle is involved in a top-down or rollover collision, the A-pillar 20 and the upper side beam 50 are impacted by the collision. The support beam 223 can provide support to prevent the A-pillar 20 from bending, and the reinforcing plate 43 can provide support for the A-pillar 20. The collision energy is transferred to the B-pillar 40, C-pillar 80 and D-pillar 90 through the A-pillar 20 and the upper side beam 50.

[0127] The beneficial effects of the present invention are as follows: by setting the first door ring 101 and the second door ring 102, the investment cost of connecting parts can be reduced and the integration is stronger. The first energy absorption area 100a is formed by setting the sill beam 10. The first energy absorption area 100a can play a collision energy absorption role. During the collision, the first energy absorption area 100a is impacted before the first door ring 101 and the second door ring 102, so as to reduce the collision energy transmitted to the first door ring 101 and the second door ring 102, which can improve the overall performance and load-bearing capacity of the side assembly 100.

[0128] The technical features of the embodiments and implementation methods described above can be combined with each other unless otherwise specified.

[0129] The above description is merely a specific embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in the present invention should be included within the scope of protection of the present invention.

Claims

1. A vehicle body side panel assembly (100), characterized in that, It includes a sill beam (10), a first door ring (101) and a second door ring (102). The first door ring (101) and the second door ring (102) are connected along the Y direction. The second door ring (102) is located on the side of the first door ring (101) closer to the interior space. The lower part of the first door ring (101) and the second door ring (102) is connected to the sill beam (10). The front end of the sill beam (10) protrudes from the front part of the first door ring (101) and the second door ring (102) and forms a first energy absorption zone (100a) at the front part of the first door ring (101) and the second door ring (102).

2. The vehicle side panel assembly (100) according to claim 1, characterized in that, When a vehicle is involved in a frontal collision or a minor offset collision, the sill beam (10) is impacted before the first door ring (101) and the second door ring (102). The collision energy is transferred to the first door ring (101) and the second door ring (102) through the sill beam (10). The first energy absorption area (100a) is used to reduce the collision energy transferred to the first door ring (101) and the second door ring (102).

3. The vehicle side panel assembly (100) according to claim 1 or 2, characterized in that, The first door ring (101) and the second door ring (102) are provided with a second energy absorption area (100b) at their front parts, and the second energy absorption area (100b) is located in front of the first energy absorption area (100a).

4. The vehicle side panel assembly (100) according to claim 1 or 2, characterized in that, The first door ring (101) includes an integrally formed A-pillar lower outer plate (1011), A-pillar upper front outer plate (1012), A-pillar upper rear outer plate (1013), B-pillar outer plate (41), and the outer plate of the upper side beam (50). The lower ends of the A-pillar lower outer plate (1011) and the B-pillar outer plate (41) are connected to the door sill beam (10). The upper end of the A-pillar lower outer plate (1011) is connected to the front end of the A-pillar upper front outer plate (1012). The rear end of the A-pillar upper front outer plate (1012) is connected to the A-pillar upper rear outer plate (1013). The rear end of the A-pillar upper rear outer plate (1013) is connected to the outer plate of the upper side beam (50). The upper end of the B-pillar outer plate (41) is connected to the A-pillar upper rear outer plate (1013).

5. The vehicle side panel assembly (100) according to claim 4, characterized in that, The second door ring (102) includes a lower inner plate (1021) of the A-pillar, a front inner plate (1022) of the A-pillar, a front and rear plate (1023) of the A-pillar, an inner plate (42) of the B-pillar, a sill connecting plate (1024) and an inner plate of the upper beam (50). The lower inner plate (1021) of the A-pillar and the inner plate (42) of the B-pillar are connected by the sill connecting plate (1024). The upper end of the lower inner plate (1021) of the A-pillar is connected to the front end of the front inner plate (1022) of the A-pillar. The rear end of the front inner plate (1022) of the A-pillar is connected to the rear inner plate (1023) of the A-pillar. The rear end of the rear inner plate (1023) of the A-pillar is connected to the inner plate of the upper beam (50). The upper end of the inner plate (42) of the B-pillar is connected to the rear inner plate (1023) of the A-pillar.

6. The vehicle body side panel assembly (100) according to claim 5, characterized in that, The front outer panel (1012) and the rear outer panel (1013) of the A-pillar cooperate to form the outer connecting plate (221) of the A-pillar (20), the front inner panel (1022) and the rear inner panel (1023) of the A-pillar cooperate to form the inner connecting plate (222) of the A-pillar (20), and a support beam (223) is provided between the outer connecting plate (221) and the inner connecting plate (222).

7. The vehicle side panel assembly (100) according to claim 6, characterized in that, A reinforcing plate (43) is provided between the first door ring (101) and the second door ring (102). The reinforcing plate (43) is located in the cavity between the outer B-pillar plate (41) and the inner B-pillar plate (42), and is located at the upper part of the cavity.

8. The vehicle side panel assembly (100) according to claim 7, characterized in that, When the vehicle is involved in a side collision or pole collision, the outer panel (41) of the B-pillar is impacted by the collision. The collision energy is transmitted to the A-pillar (20) and the upper beam (50) through the outer panel (41) of the B-pillar and the reinforcing plate (43). The collision energy is transmitted to the second door ring (102) and the door sill beam (10) through the lower end of the outer panel (41) of the B-pillar.

9. The vehicle side panel assembly (100) according to claim 5, characterized in that, It also includes a C-pillar (80) connected to the first door ring (101), the upper end of the C-pillar (80) being connected to the rear end of the upper beam (50), and the lower end of the C-pillar (80) being connected to the door sill beam (10).

10. The vehicle side panel assembly (100) according to claim 9, characterized in that, When a vehicle is involved in a top-down or rollover collision, the A-pillar (20) and the upper side beam (50) are impacted by the collision, and the collision energy is transmitted to the B-pillar (40) and the C-pillar (80) through the A-pillar (20) and the upper side beam (50).

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