Novel side wall structure with side sliding door for pure electric small car and vehicle

Abstract

This invention discloses a novel side panel structure and vehicle for a pure electric vehicle with a sliding door, relating to the technical field of automotive body side panel structures. It includes an outer side panel, a lower reinforcing assembly for mounting a lower sliding rail at the bottom sill beam, an upper reinforcing assembly for mounting an upper sliding rail at the top of the outer side panel, and a middle reinforcing assembly for mounting a middle sliding rail at the C-pillar of the outer side panel. The upper reinforcing assembly includes an upper sliding rail reinforcing plate and an upper rear side beam reinforcing plate assembly. The top ends of the rear side beam reinforcing plate and the inner side beam plate are fixedly connected to the upper sliding rail reinforcing plate, and their bottom ends are fixedly connected to each other, forming a closed cavity. The middle reinforcing assembly has a rectangular small patch plate structure at the middle sliding rail mounting point. The cross-section of the middle sliding rail mounting plate in the lower reinforcing assembly is Z-shaped. This invention solves the problem of insufficient rigidity in the area of ​​the rear side panel for mounting the middle sliding rail, which causes the middle sliding rail to shift and prevents the sliding door from opening properly.

Description

Technical Field

[0001] This invention relates to the field of automotive body structure technology, and in particular to a novel side structure and vehicle of a pure electric car with a sliding side door. Background Technology

[0002] K-cars, as compact passenger vehicles, are characterized by their narrow body, short wheelbase, lightweight design, and low cost, making them widely used for short-distance urban commuting. To improve the ease of getting in and out of the compact car, K-cars generally employ sliding door designs. The sliding door operates by sliding along three points: an upper rail, a middle rail, and a lower rail. A middle pulley arm is installed in the center of the sliding door, and a corresponding middle rail is installed on the rear side of the vehicle. The sliding door opens and closes by the middle pulley arm sliding along the middle rail.

[0003] However, the area on the existing rear side panel for installing the central sliding rail is located at the central pillar position of the side panel. The side sliding door opening is a large opening structure, and the overall rigidity of the side panel is insufficient. Under side collision conditions, the load-bearing capacity is limited. In addition, the panel structure in this area is relatively weak, and the installation point has poor rigidity. It is prone to deformation during vehicle use, which can cause the central sliding rail to shift and affect the normal opening and closing of the sliding door. Summary of the Invention

[0004] To address the shortcomings of existing technologies, the purpose of this invention is to provide a novel side panel structure and vehicle for a pure electric car with a sliding door, which solves the problem that the area on the rear side panel of the existing vehicle body for installing the central sliding rail is not rigid enough, causing the central sliding rail to shift and resulting in the sliding door being unable to open normally.

[0005] To achieve the above objectives, the present invention is implemented through the following technical solution: In a first aspect, the present invention also provides a novel side panel structure for a pure electric vehicle with a sliding door, comprising: an outer side panel, wherein a lower reinforcing component for mounting a lower slide rail is provided at the bottom sill beam of the outer side panel, an upper reinforcing component for mounting an upper slide rail is provided at the top of the outer side panel, and a middle reinforcing component for mounting a middle slide rail is provided at the C-pillar of the outer side panel, thereby distributing the load of the sliding door on the outer side panel; The upper reinforcement assembly includes an upper slide rail reinforcement plate assembly and an upper rear side beam reinforcement plate assembly, which are sequentially disposed on the side panel near the vehicle body. The upper rear side beam reinforcement plate assembly includes an upper slide rail, a rear side beam reinforcement plate, and a side beam inner plate, which are fixedly connected to the upper slide rail fixing plate of the upper slide rail reinforcement plate assembly. The top ends of the rear side beam reinforcement plate and the side beam inner plate are fixedly connected to the upper slide rail fixing plate, and the bottom ends of the rear side beam reinforcement plate and the side beam inner plate are fixedly connected to form a closed cavity.

[0006] As a further implementation, the upper slide rail fixing plate is a long arc-shaped structure, and the length of the upper slide rail fixing plate is consistent with the installation length of the upper slide rail of the sliding door; the front of the upper slide rail fixing plate is provided with an irregular protrusion, and the straight section of the welding surface between the upper slide rail fixing plate and the guide rail is provided with a recessed platform, a total of five recessed platforms, and the distance between two adjacent recessed platforms is set.

[0007] As a further implementation, the lower reinforcement component includes a slide rail mounting plate fixedly installed at the bottom sill beam of the side panel. The slide rail mounting plate has a Z-shaped cross-section and includes an upper vertical section, a horizontal section, and a lower vertical section. The upper vertical section is fixedly connected to the side panel. A lower slide rail is fixedly installed on the lower surface of the horizontal section. A lower reinforcing plate for the lower slide rail is fixedly connected to the lower vertical section. The bottom end of the lower reinforcing plate for the lower slide rail is fixedly connected to the rear jack reinforcing plate.

[0008] As a further implementation, a sill reinforcement plate is provided on the side of the lower reinforcing plate away from the vehicle body, forming a closed cavity.

[0009] As a further implementation, a rear beam partition is also provided at one end of the rear beam reinforcing plate near the B-column, and the rear beam reinforcing plate and the rear beam partition form a side beam reinforcing plate connecting the B-column and the C-column.

[0010] As a further implementation, the sliding rail mounting plate is also provided with a sill rear connecting plate at one end near the C-pillar, and the sliding rail mounting plate and the sill rear connecting plate form a sliding rail mounting plate connecting the B-pillar and the C-pillar.

[0011] As a further implementation, the central reinforcement component includes a lower C-pillar connecting plate and an upper C-pillar reinforcement plate disposed on the inner side of the side panel. Multiple closed cavities are formed between the side panel, the lower C-pillar connecting plate, and the upper C-pillar reinforcement plate. A rear sliding door middle sliding rail reinforcement plate and a rear sliding door middle sliding rail reinforcement plate are disposed on the inner side of the side panel corresponding to the position of the middle sliding rail. Both the rear sliding door middle sliding rail reinforcement plate and the rear sliding door middle sliding rail reinforcement plate adopt a rectangular small patch plate structure. The middle sliding rail is fixedly disposed on the outer side of the side panel.

[0012] As a further implementation, the outer side panel is provided with strip-shaped wrinkle-absorbing ribs at the corner of the middle slide rail. Multiple wrinkle-absorbing ribs are provided, and each wrinkle-absorbing rib is arranged parallel to the others. The radius of the rounded corner of the outer side panel at the installation point of the middle slide rail is greater than the radius of the rounded corner of the area without the reinforcing plate.

[0013] As a further implementation, it also includes a rear door latch reinforcement plate and an electric sliding door front tensioner bracket. The rear door latch reinforcement plate is disposed at the rear sliding door latch mounting point on the side outer panel and is connected to the side outer panel. The electric sliding door front tensioner bracket is disposed on the side outer panel near the C-pillar end of the middle slide rail.

[0014] Secondly, the present invention also provides a vehicle, including the side structure of a novel pure electric car with a sliding door.

[0015] The beneficial effects of the present invention are as follows: This invention improves the local stiffness of the middle sliding rail mounting point by adding a rear reinforcing plate and a middle sliding rail reinforcement plate to the central column position of the side panel, and forming a local reinforcement structure by spot welding. This solves the problem in the prior art where insufficient stiffness of the mounting point in this area leads to middle sliding rail displacement and affects the normal opening and closing of the sliding door. At the same time, by adding multiple parallel wrinkle-absorbing ribs at the corner of the middle sliding rail and increasing the radius of the rounded corner at the middle sliding rail mounting point, the invention fundamentally solves the problem of wrinkling and cracking of the side panel during stamping in the middle sliding rail area, and improves the forming quality of the side panel.

[0016] This invention significantly improves the cross-sectional moment of inertia and overall rigidity of the side structure by forming a closed cavity between the rear side beam reinforcing plate and the inner plate of the side beam in the upper reinforcing assembly, a closed cavity between the sill reinforcing plate and the slide rail mounting plate in the lower reinforcing assembly, and multiple closed cavities between the lower C-pillar connecting plate and the upper C-pillar reinforcing plate in the middle reinforcing assembly. This effectively improves the load-bearing capacity under side collision conditions and enhances side collision safety performance. By adding a rear door latch reinforcing plate, the local rigidity of the sliding door latch mounting point is effectively improved, achieving a secure connection between the rear electric sliding door and the side structure, ensuring the reliability of the locking state after the sliding door is closed, and guaranteeing that the vehicle body strength meets performance requirements.

[0017] This invention breaks down the complex, difficult-to-form curved structure into multiple relatively simple parts by disassembling the side beam reinforcement plate in the upper slide rail area into a rear side beam reinforcement plate and a rear side beam partition, and by disassembling the lower slide rail mounting plate in the lower slide rail area into a slide rail mounting plate and a rear sill connecting plate. This significantly reduces the difficulty of stamping and forming, improves the feasibility of manufacturing processes, and saves development costs. Through optimal material and thickness distribution for each component, the invention achieves lightweighting while ensuring overall safety and collision performance, and meets performance improvement requirements without excessively increasing vehicle weight. Attached Figure Description

[0018] The accompanying drawings, which form part of this invention, are used to provide a further understanding of the invention. The illustrative embodiments of the invention and their descriptions are used to explain the invention and do not constitute an improper limitation of the invention.

[0019] Figure 1 This is a schematic diagram of the side structure of the present invention; Figure 2 This is an exploded view of the side structure of the present invention; Figure 3 This is a partial top view of the side structure of the present invention; Figure 4 This is a front view of the side structure of the present invention; Figure 5 For the present invention Figure 4 Cross-sectional view at point AA; Figure 6 This is a partial view of the bottom of the side structure of the present invention; Figure 7 For the present invention Figure 4 Cross-sectional view at point BB; Figure 8 This is a partial view of the middle part of the side structure of the present invention; Figure 9 For the present invention Figure 4 Cross-sectional view at point CC; Figure 10 This is a structural diagram of the upper slide rail fixing plate and the rear side beam partition of the present invention; Figure 11 This is a structural diagram of the slide rail mounting plate and the rear connecting plate of the sill of the present invention; Figure 12 This is a structural diagram of the wrinkle-absorbing ribs of the present invention; Figure 13 This is a structural diagram of the upper slide rail fixing plate of the present invention.

[0020] The components include: 1. Side panel outer panel; 2. Threshold reinforcement plate sub-assembly; 3. Lower slide rail upper reinforcement plate assembly; 4. Upper rear side beam reinforcement plate assembly; 5. Upper slide rail reinforcement plate assembly; 6. Rear sliding door middle slide rail reinforcement plate; 7. Upper slide rail; 8. Rear side beam reinforcement plate; 9. Upper slide rail fixing plate; 10. Rear side beam partition; 11. Side beam inner panel; 12. Slide rail mounting plate; 13. Lower slide rail; 14. Threshold rear connecting plate; 15. Lower slide rail fixing plate; 16. Threshold reinforcement plate; 17. Lower slide rail lower reinforcement plate; 18. Rear jack reinforcement plate; 19. Middle slide rail; 20. Electric sliding door front tensioner bracket; 21. C-pillar lower connecting plate; 22. C-pillar upper reinforcement plate; 23. Anti-corrosion rib; 24. Boss; 25. Recessed platform. Detailed Implementation

[0021] It should be noted that the following detailed description is illustrative and intended to provide further explanation of the invention. Unless otherwise specified, all technical and scientific terms used in this invention have the same meaning as commonly understood by one of ordinary skill in the art to which this invention pertains.

[0022] In the description of the embodiments of the present invention, the directional terms such as "upper", "lower", "inner side" and "outer side" are based on the normal use state of the vehicle. "One side of the vehicle body" refers to the direction towards the passenger compartment of the vehicle, and "outer side" refers to the direction towards the outside of the vehicle.

[0023] Example 1 This embodiment provides a novel side panel structure for a pure electric vehicle with a sliding side door, such as... Figures 1-13 As shown, the side panel structure extends longitudinally along the side panel posts, sill beams, and top beams, covering the entire installation area of ​​the upper sliding rail 7, middle sliding rail 19, and lower sliding rail 13 of the sliding door. The side panel structure includes an outer side panel 1. A lower reinforcing component for installing the lower sliding rail is located at the bottom sill beam of the outer side panel 1; an upper reinforcing component for installing the upper sliding rail 7 is located at the top top beam area of ​​the outer side panel 1; and a middle reinforcing component for installing the middle sliding rail 19 is located at the C-pillar of the outer side panel 1. Specifically, as... Figure 1 As shown, the overall structure consists of five main components: the outer side panel 1, the sill reinforcement plate sub-assembly 2, the upper reinforcement plate assembly of the lower sliding rail 3, the upper rear side beam reinforcement plate assembly 4, and the upper sliding rail reinforcement plate assembly 5. These components are arranged in three zones on the outer side panel 1: upper, middle, and lower, forming a comprehensive reinforcement system covering the entire sliding door guide rail installation area. From an overall assembly logic perspective, the upper reinforcement assembly is arranged longitudinally along the upper side beam, supporting the installation of the upper sliding rail 7 of the sliding door, and also participating in the transfer of loads on the upper part of the vehicle body under side impact, top pressure, and frontal impact conditions. The middle reinforcement assembly is located in the C-pillar area, supporting the installation of the middle sliding rail of the sliding door, and is the area with the most concentrated stress during the opening and closing of the sliding door. The lower reinforcement assembly is arranged longitudinally along the sill beam, supporting the installation of the lower sliding rail of the sliding door, and also serving as the main load-bearing structure for side impacts. The three sets of reinforcing components are interconnected through the side panel 1. During the operation of the sliding door, the load generated by the sliding door is transmitted to the upper reinforcing component, the middle reinforcing component, and the lower reinforcing component via the upper slide rail 7, the middle slide rail 19, and the lower slide rail 13, respectively. Then, it is transmitted to the side panel 1 and the vehicle frame through each reinforcing component, thereby realizing the multi-path distributed transmission of load and effectively avoiding the local failure caused by the load being concentrated in a single area.

[0024] The upper sliding rail area is located at the junction of the upper side beam and the rear pillar on the upper part of the side panel, and is the core area for the installation of the upper sliding door roller. The upper reinforcement assembly includes the upper sliding rail reinforcement plate assembly 5 and the upper rear side beam reinforcement plate assembly 4, which are sequentially arranged on the side panel 1 near the vehicle body. The upper sliding rail reinforcement plate assembly 5 is fitted to the inner side of the side panel 1 and is fixedly connected to the side panel 1 by spot welding; as shown... Figure 1 and Figure 5As shown, the upper rear side beam reinforcing plate assembly 4 is disposed on the side of the upper slide rail reinforcing plate assembly 5 near the vehicle body. The upper rear side beam reinforcing plate assembly 4 includes a rear side beam reinforcing plate 8 and a side beam inner plate 11. The top ends of the rear side beam reinforcing plate 8 and the side beam inner plate 11 are respectively fixedly connected to the upper slide rail fixing plate 9 of the upper slide rail reinforcing plate assembly 5. The bottom end of the rear side beam reinforcing plate 8 is fixedly connected to the bottom end of the side beam inner plate 11, thereby forming a first closed cavity between the upper slide rail fixing plate 9, the rear side beam reinforcing plate 8 and the side beam inner plate 11. The outer side panel 1, the upper slide rail fixing plate 9, and the inner side beam panel 11 form a three-layer welded connection structure. The outer side panel 1 is the outermost layer, the upper slide rail fixing plate 9 is the middle layer, and the inner side beam panel 11 is the innermost layer. These three layers are sequentially stacked and fixed by spot welding. The outer side panel 1 and the upper slide rail fixing plate 9 enclose a second closed cavity. The first and second closed cavities are connected along the direction of the upper side beam, allowing the upper section to be continuous. This effectively transfers loads under side impact, top pressure, and frontal impact conditions, ensuring the top pressure requirements and collision performance of the side panel structure. Understandably, the formation of the closed cavity significantly improves the bending moment of inertia of the upper section. Compared to open section structures, closed sections have higher section efficiency when subjected to bending and torsional loads, achieving higher load-bearing capacity with a smaller cross-sectional area. This is of great significance for K-car models that need to meet lightweight requirements.

[0025] The upper slide rail fixing plate 9 has a long, arc-shaped structure, and its overall length is consistent with the installation length of the upper slide rail 7 of the side sliding door, thus ensuring effective support throughout the guide rail installation area. The long, arc-shaped structure of the upper slide rail fixing plate 9 is a design choice that adapts to the curved shape of the upper beam area of ​​the side outer panel 1. The arc contour allows the upper slide rail fixing plate 9 to fit tightly against the inner surface of the side outer panel 1, ensuring the reliability of the spot weld connection and avoiding insufficient weld strength due to poor fit. The overall length of the upper slide rail fixing plate 9 is consistent with the installation length of the upper slide rail 7, ensuring that every installation point within the guide rail installation area is within the effective support range of the reinforcing plate, avoiding insufficient rigidity at local installation points due to insufficient coverage of the reinforcing plate.

[0026] like Figure 13As shown, the upper slide rail fixing plate 9 has an irregular protrusion 24 at its front. This irregular protrusion 24 is designed to prevent large-area contact between the upper slide rail fixing plate 9 and adjacent sheet metal parts. In the electrophoretic coating process for car bodies, if there is a large area of ​​tight contact between two adjacent sheet metal parts, the electrophoretic liquid will have difficulty fully penetrating that area, resulting in incomplete electrophoretic coating coverage and consequently, poor electrophoresis performance, affecting the corrosion resistance of the sheet metal parts. The irregular protrusion 24 at the front of the upper slide rail fixing plate 9 creates a local gap between the reinforcing plate and adjacent sheet metal parts, allowing the electrophoretic liquid to flow smoothly into and cover that area. This fundamentally solves the problem of poor electrophoresis caused by large-area contact, ensuring the long-term corrosion resistance and reliability of the upper reinforcing component. The specific shape of the irregular protrusion 24 is determined based on the actual shape of the surrounding sheet metal parts, with the design principle of ensuring the avoidance effect without affecting the overall rigidity of the reinforcing plate.

[0027] Five recessed platforms 25 are provided in the straight section of the welding surface between the upper slide rail fixing plate 9 and the guide rail, with a spacing of 82mm between adjacent platforms 25. When the upper slide rail fixing plate 9 is welded to the guide rail, if the two welding surfaces are in complete planar contact, the welding heat will be conducted over a large area, leading to an increased range of thermal deformation in the welding area and generating significant residual stress during post-weld cooling, thus causing welding deformation. By setting five recessed platforms 25 in the straight section of the welding surface, the welding contact surface is changed from a continuous plane to multiple local contact areas separated by the platforms 25, effectively reducing the contact area of ​​a single weld, concentrating the welding heat around the weld point, reducing the range of the heat-affected zone, and thus significantly reducing the risk of welding deformation. Simultaneously, the platform 25 features form local reinforcement in the welding area, increasing the cross-sectional stiffness of this area and further enhancing the structural strength of the guide rail welding area. The five platforms 25 are arranged at equal intervals of 82mm, corresponding to the distribution of the mounting points of the upper slide rail 7, ensuring that each mounting point has a platform 25 feature providing local support, achieving a uniform distribution of stiffness at the mounting points.

[0028] like Figure 3 , Figure 7 and Figure 10As shown, a rear beam reinforcement plate 8 is also provided at one end near the B-pillar with a rear beam partition plate 10. The rear beam reinforcement plate 8 and the rear beam partition plate 10 are connected by spot welding, and the two together form a side beam reinforcement plate connecting the B-pillar and the C-pillar. Disassembling the side beam reinforcement plate into two parts, the rear beam reinforcement plate 8 and the rear beam partition plate 10, is a component design solution adopted to address the difficulty of forming the bending area of ​​the upper slide rail. Specifically, there is a significant bend in the upper slide rail installation area at the junction of the upper beam and the rear column. If the side beam reinforcement plate is designed as a single piece, the stamping forming of this bending area requires the material to undergo a large angle of bending deformation within a short distance, making the forming extremely difficult and prone to defects such as cracking and wrinkling. The difficulty of mold design and stamping process debugging also increases accordingly. By splitting the side beam reinforcement plate into two parts, the rear side beam reinforcement plate 8 and the rear side beam partition plate 10, the forming difficulty of the bending area is distributed to two relatively simple parts. Each part has a more regular shape, significantly reducing the difficulty of stamping and forming, greatly improving the feasibility of mold design and manufacturing, and ensuring the stability of the stamping process. After being spot-welded together, the two parts still form a continuous reinforcement structure connecting the B-pillar and C-pillar, ensuring that the overall load-bearing capacity of the upper side beam area is not affected by the splitting. In actual processing, the splitting position of the rear side beam reinforcement plate 8 and the rear side beam partition plate 10 can be appropriately adjusted according to the actual forming process requirements of the upper slide rail bending area.

[0029] A sill reinforcement plate 16 is provided on the side of the lower sliding rail reinforcement plate 17 away from the vehicle body, forming a closed cavity between the sill reinforcement plate 16 and the sliding rail mounting plate 12. The sill rear connecting plate 14, the sliding rail mounting plate 12, the lower sliding rail reinforcement plate 17, and the sill reinforcement plate 16 together constitute the cross-sectional structure of this area, with the four parts enclosing the closed cavity. From the cross-sectional shape, the sill rear connecting plate 14 is located at the end closer to the front of the vehicle, the sliding rail mounting plate 12 constitutes the main load-bearing structure of the cross-section, the lower sliding rail reinforcement plate 17 provides support from below, and the sill reinforcement plate 16 is on the outside of the closed cavity. The closed cavity can increase the moment of inertia of the sill beam area; compared with the open section, when the closed section is subjected to lateral bending load, both flanges on both sides of the section can participate in the load-bearing, the effective load-bearing height of the section is fully utilized, and the moment of inertia of the section is greatly improved, thereby providing stronger resistance to deformation during side collisions and effectively reducing the intrusion of the sill beam area under side collision conditions.

[0030] The lower sliding rail area is located at the bottom sill beam of the side panel and is the core load-bearing area for the installation of the sliding door's lower sliding wheels and for side impacts. The lower reinforcement component includes a sliding rail mounting plate 12 fixedly installed at the bottom sill beam of the outer side panel 1. The cross-sectional shape of the sliding rail mounting plate 12 is Z-shaped, including an upper vertical section, a horizontal section, and a lower vertical section. The upper vertical section is located at the top of the cross-section and is fixedly connected to the outer side panel 1. Its main function is to reliably connect the slide rail mounting plate 12 to the outer side panel 1, ensuring the connection rigidity between the lower reinforcing component and the outer side panel 1. The horizontal section is located in the middle of the cross-section, and a lower slide rail 13 is fixedly installed on its lower surface. The horizontal section provides a flat mounting base for the lower slide rail 13, ensuring the installation accuracy of the lower slide rail 13. At the same time, the horizontal section serves as the main horizontal bearing surface under side collision conditions, bearing the impact load from the side. The lower vertical section is located at the bottom of the cross-section and is fixedly connected to the lower slide rail reinforcing plate 17. The bottom end of the lower slide rail reinforcing plate 17 is fixedly connected to the rear jack reinforcing plate 18. The load borne by the horizontal section is transferred downward through the lower vertical section to the lower slide rail reinforcing plate 17 and the rear jack reinforcing plate 18, forming a complete load transfer path. Understandably, the Z-shaped cross-section structure of the slide rail mounting plate 12, while meeting the installation requirements of the slide rail, effectively improves the bending stiffness of the bottom sill beam area through a reasonable cross-sectional shape design, thus enhancing the load-bearing capacity under side collision conditions. Compared with a rectangular cross-section, the Z-shaped cross-section, while maintaining a similar cross-sectional area, can achieve a larger moment of inertia by adjusting the relative positions of the segments, thereby achieving higher bending stiffness.

[0031] like Figure 6 and Figure 10 As shown, a sill rear connecting plate 14 is also provided at the end of the sliding rail mounting plate 12 near the C-pillar. The sliding rail mounting plate 12 and the sill rear connecting plate 14 are connected by spot welding, and the two are assembled to form a lower sliding rail mounting plate connecting the B-pillar and the C-pillar. Disassembling the lower sliding rail mounting plate into the sliding rail mounting plate 12, the lower sliding rail fixing plate 15, and the sill rear connecting plate 14 is also a component design solution to address the difficulty of forming the curved area of ​​the lower sliding rail. The lower sliding rail mounting area also has significant curvature at the end of the sill beam near the C-pillar. If the lower sliding rail mounting plate is designed as a single piece, the stamping forming of the curved area is extremely difficult, easily leading to forming defects such as material accumulation and cracking. By disassembling the lower sliding rail mounting plate into the sliding rail mounting plate 12 and the sill rear connecting plate 14, the shapes of each part are simplified, and the stamping forming difficulty is significantly reduced. The two are assembled by spot welding to form a lower sliding rail mounting structure that runs through the B-pillar and C-pillar, ensuring the rigidity of the lower sliding rail installation while maintaining the structural continuity of the lower reinforcing component within the range from the B-pillar to the C-pillar.

[0032] In this embodiment, the materials and thicknesses of the various components of the lower reinforcing assembly were optimally allocated to achieve lightweighting while meeting structural strength and forming process requirements. Specifically, the rear door sill connecting plate 14 is made of HC340 / 590DPD+Z with a thickness of 1.2mm; the slide rail mounting plate 12 is made of HC340 / 590DPD+Z with a thickness of 1.2mm; and the lower slide rail reinforcing plate 17 is also made of HC340 / 590DPD+Z with a thickness of 1.2mm. The rear door sill connecting plate 14, slide rail mounting plate 12, and lower slide rail reinforcing plate 17 are all made of HC340 / 590DPD+Z duplex steel. This material has high elongation and good formability, enabling it to meet the stamping requirements of complex shapes such as Z-shaped cross-sections while ensuring structural strength, effectively avoiding cracking during the forming process. Furthermore, its galvanized surface treatment meets the vehicle body's corrosion protection requirements. The door sill reinforcement plate 16 is made of CR950 / 1300HS+AS material with a thickness of 1.2mm. This material is high-strength hot-formed steel with a tensile strength of up to 1300MPa, providing excellent resistance to deformation under collision conditions. It effectively absorbs collision energy, reduces intrusion into the door sill beam area, and improves side-impact safety performance. It is worth noting that the functions of each component differ under collision conditions; therefore, the materials of each component are also differentiated, rather than using the same high-strength material for all components. The door sill reinforcement plate 16, as the main load-bearing component in side-impact collisions, requires the highest strength rating. The other components mainly serve structural connection and load transfer functions under collision conditions; using duplex steel can meet the strength requirements while offering better formability, which helps reduce manufacturing difficulty and cost.

[0033] The central sliding rail area is located at the central column position of the side panel and is the installation area for the central pulley and latch of the sliding door. The central reinforcement component includes a lower C-pillar connecting plate 21 and an upper C-pillar reinforcing plate 22 located on the inner side of the outer side panel 1. Multiple closed cavities are formed between the outer side panel 1, the lower C-pillar connecting plate 21, and the upper C-pillar reinforcing plate 22. The arrangement of multiple closed cavities significantly improves the bending and torsional stiffness of the C-pillar section. Specifically, the lower C-pillar connecting plate 21 and the upper C-pillar reinforcing plate 22 are arranged in sections on the inner side of the outer side panel 1. The upper C-pillar reinforcing plate 22 covers the upper area of ​​the C-pillar, and the lower C-pillar connecting plate 21 covers the lower area of ​​the C-pillar. Each of them forms an independent closed cavity with the outer side panel 1. The multiple closed cavities are distributed along the height direction of the C-pillar, forming a multi-cavity cross-sectional structure. Compared to a single-cavity cross-section, the multi-cavity cross-section structure allows each cavity to independently bear the load under bending loads. The overall bending stiffness of the cross-section is the sum of the bending stiffnesses of each cavity, significantly higher than that of a single-cavity structure. Under torsional loads, the torsional stiffness of the multi-cavity cross-section is also superior to that of a single-cavity cross-section, effectively resisting the torsional moment generated on the C-pillar during the operation of the sliding door and preventing torsional deformation of the C-pillar cross-section. The CC section illustrates the installation position relationship between the outer side panel 1 of the middle sliding rail area, the rear reinforcing plate of the middle sliding rail of the rear sliding door, and the reinforcing plate 6 of the middle sliding rail of the rear sliding door, as well as the cross-sectional shape of the wrinkle-absorbing rib 23 structure, providing a clear view of the formation method of the multi-cavity cross-section structure.

[0034] like Figure 8 and Figure 9As shown, a rear reinforcing plate and a rear reinforcing plate 6 for the middle sliding rail are provided on the inner side of the outer side panel 1 at the installation position of the middle sliding rail 19. Both the rear reinforcing plate and the rear reinforcing plate 6 adopt a rectangular small patch plate structure and are fixedly connected to the outer side panel 1 by spot welding. The middle sliding rail 19 is fixedly installed on the outer side of the outer side panel 1. The rear reinforcing plate and the rear reinforcing plate 6 provide local reinforcement to the installation point area of ​​the middle sliding rail 19 from the inside, making the installation of the sliding door on the outer side panel 1 more stable and effectively preventing the outer side panel 1 from deforming during the operation of the sliding door, thus avoiding affecting the normal opening and closing of the sliding door. The design principle of adopting the rectangular small patch plate structure is that the reinforcement requirement of the installation point area of ​​the middle sliding rail 19 is localized, that is, only sufficient local stiffness needs to be provided near the installation point, without the need for large-area reinforcement of the entire C-pillar area. The rectangular small reinforcement plate structure can effectively improve the local stiffness of the mounting point with minimal material usage, meeting the stiffness requirements of the middle sliding rail installation without significantly increasing the vehicle body weight, thus conforming to the lightweight design principle. The rear reinforcing plate of the middle sliding rail of the rear sliding door is made of HC340 / 590DP material with a thickness of 1mm; the reinforcing plate 6 of the middle sliding rail of the rear sliding door is also made of HC340 / 590DP material with a thickness of 1.5mm. The design of using the same material but different thicknesses for both is a differentiated design based on the stiffness requirements of different mounting points of the middle sliding rail and the door sag control requirements. The mounting point corresponding to the reinforcing plate 6 of the middle sliding rail of the rear sliding door bears a larger load and contributes more critically to the door sag control, so a larger material thickness (1.5mm) is used to provide higher local stiffness; the mounting point corresponding to the rear reinforcing plate of the middle sliding rail of the rear sliding door has a relatively smaller load, so a smaller material thickness (1mm) is sufficient to meet the stiffness requirements, while also helping to reduce weight.

[0035] The outer side panel 1 has a strip-shaped wrinkle-absorbing rib structure 23 at the corner of the central slide rail 19. There are seven wrinkle-absorbing ribs 23, and they are arranged parallel to each other. The installation area of ​​the central slide rail 19 has a large curvature change at the corresponding position on the outer side panel 1, namely the corner of the central slide rail. During the stamping process of the outer side panel 1, the material needs to undergo a large bending deformation at the corner, and the material flow is constrained, which easily leads to material accumulation at the corner, causing wrinkling of the outer side panel 1 in this area. At the same time, if the material flow is insufficient, cracking may also occur at the corner. During the stamping process, the wrinkle-absorbing rib structure 23 forms a preset deformation guiding area on the outer side panel 1, which guides the excess material during the stamping process to the wrinkle-absorbing rib area in an orderly manner, so that the material forms a regular small bending deformation at the wrinkle-absorbing rib 23, thereby absorbing excess material and preventing disorderly accumulation of material at the corner that leads to wrinkling. In this embodiment, the seven parallel wrinkle-absorbing ribs 23 can evenly distribute their ability to absorb excess material over a large area, preventing excessive local deformation caused by excessive material absorption in a single wrinkle-absorbing rib 23, and ensuring the forming quality and consistency of the side outer panel 1 at the corner of the middle slide rail. The cross-sectional shape of the wrinkle-absorbing ribs 23 is as follows: Figure 12 As shown, the strip-shaped raised structure has had its height, width, and spacing verified through process testing to achieve the optimal wrinkle-removing effect.

[0036] The fillet radius of the outer side panel 1 at the mounting point of the central slide rail 19 is larger than that of the area without reinforcing plates. A smaller fillet radius means greater bending deformation that the material must overcome at the fillet, resulting in more concentrated forming stress and a higher likelihood of cracking at the fillet. Conversely, a larger fillet radius results in smoother bending deformation, more uniform stress distribution, and reduced forming difficulty. Due to the addition of a rectangular patch plate at the mounting point of the central slide rail 19, the thickness of the plate in this area is effectively increased locally. If the fillet radius remains the same as that in the area without reinforcing plates, the bending deformation in this area will be relatively greater during forming, leading to more significant stress concentration. Increasing the fillet radius at the mounting point of the central slide rail 19 effectively reduces stress concentration during stamping in this area, improves the feasibility of the stamping process, reduces the risk of cracking due to stress concentration, and ensures the forming quality of the outer side panel 1 at the mounting point of the central slide rail 19.

[0037] Example 2 This embodiment provides a vehicle, a novel pure electric K-car model, which adopts a pure electric drive system and features a narrow body, short wheelbase, and lightweight structure. The vehicle includes a body frame and a side panel structure located on the side of the body. The side panel structure adopts the novel pure electric car side panel structure with sliding doors described in Embodiment 1. The body frame is welded from main frame components such as the A-pillar, B-pillar, C-pillar, sill beam, and top edge beam. The front end of the side panel outer plate 1 is fixedly connected to the A-pillar, the middle part is fixedly connected to the B-pillar, the rear part is fixedly connected to the C-pillar, the bottom is fixedly connected to the sill beam, and the top is fixedly connected to the top edge beam, making the side panel structure and the body frame form an integral load-bearing structure. The upper reinforcing component is arranged longitudinally along the direction of the top edge beam, and the upper rear edge beam reinforcing plate assembly 4 is attached and fixed to the inner side of the top edge beam; the lower reinforcing component is arranged longitudinally along the direction of the sill beam, and the upper vertical section of the slide rail mounting plate 12 is fixedly connected to the side outer plate 1 and the sill beam; in the middle reinforcing component, the lower connecting plate 21 of the C-pillar and the upper reinforcing plate 22 of the C-pillar are fixedly connected to the inner side of the C-pillar respectively, and together bear the lateral load.

[0038] The vehicle also includes a sliding door, which is mounted on the side structure using a three-point support system consisting of an upper sliding rail 7, a middle sliding rail 19, and a lower sliding rail 13, enabling sliding opening and closing. The upper sliding rail 7 is mounted on the upper sliding rail fixing plate 9 of the upper reinforcing component. The overall length of the upper sliding rail fixing plate 9 is consistent with the installation length of the upper sliding rail 7, ensuring effective support throughout the guide rail installation area. The middle sliding rail is mounted on the outer side of the outer panel 1 of the middle reinforcing component. The rear reinforcing plate and the rear reinforcing plate 6 of the middle sliding rail of the rear sliding door provide local reinforcement to the installation point area of ​​the middle sliding rail 19 from the inside. The lower sliding rail is mounted on the lower surface of the horizontal section of the lower reinforcing component. The lower sliding rail 13 is fixed to the lower surface of the horizontal section, providing an installation base for the lower sliding rail. The cooperation of the three sets of guide rails and corresponding reinforcing components ensures that the load generated during the opening and closing of the sliding door is transmitted via the upper rail 7, middle rail 19, and lower rail 13 to the upper reinforcing component, middle reinforcing component, and lower reinforcing component, respectively. From there, the load is transmitted to the side panel 1 and the vehicle frame via each reinforcing component, achieving multi-path distributed load transmission and effectively preventing load concentration in a single area from causing localized failure. Simultaneously, the electric sliding door front tensioner bracket 20 is installed on the side panel 1 near the C-pillar end of the middle rail 19, providing an installation base for the electric sliding door's tensioning mechanism and ensuring the smoothness and reliability of the electric sliding door's operation.

[0039] The above are merely preferred embodiments of the present invention and are not intended to limit the present invention. Various modifications and variations can be made to the present invention by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the scope of protection of the present invention.

Claims

1. A novel side panel structure for a pure electric vehicle with a sliding side door, characterized in that, include: The side panel has a lower reinforcing component for mounting a sliding rail at the bottom sill beam, an upper reinforcing component for mounting an upper sliding rail at the top, and a middle reinforcing component for mounting a middle sliding rail at the C-pillar, so that the load on the sliding door is distributed on the side panel. The upper reinforcement assembly includes an upper slide rail reinforcement plate assembly and an upper rear side beam reinforcement plate assembly, which are sequentially disposed on the side panel near the vehicle body. The upper rear side beam reinforcement plate assembly includes an upper slide rail, a rear side beam reinforcement plate, and a side beam inner plate, which are fixedly connected to the upper slide rail fixing plate in the upper slide rail reinforcement plate assembly. The top ends of the rear side beam reinforcement plate and the side beam inner plate are fixedly connected to the upper slide rail fixing plate, and the bottom end of the rear side beam reinforcement plate and the bottom end of the side beam inner plate are fixedly connected to form a closed cavity.

2. The side panel structure of a novel pure electric vehicle with a sliding door according to claim 1, characterized in that, The upper slide rail fixing plate is a long, arc-shaped structure, and the length of the upper slide rail fixing plate is consistent with the installation length of the upper slide rail of the sliding door. The front part of the upper slide rail fixing plate is provided with an irregular protrusion, and the straight section of the welding surface between the upper slide rail fixing plate and the guide rail is provided with a recessed platform. There are five recessed platforms in total, and the distance between two adjacent recessed platforms is set.

3. The side panel structure of a novel pure electric vehicle with a sliding door according to claim 1, characterized in that, The lower reinforcement assembly includes a slide rail mounting plate fixedly installed at the bottom sill beam of the side panel. The slide rail mounting plate has a Z-shaped cross-section and includes an upper vertical section, a horizontal section, and a lower vertical section. The upper vertical section is fixedly connected to the side panel. A lower slide rail is fixedly installed on the lower surface of the horizontal section. A lower reinforcing plate for the lower slide rail is fixedly connected to the lower vertical section. The bottom end of the lower reinforcing plate for the lower slide rail is fixedly connected to the rear jack reinforcing plate.

4. The side panel structure of a novel pure electric vehicle with a sliding door according to claim 3, characterized in that, A sill reinforcement plate is provided on the side of the lower reinforcing plate away from the vehicle body, forming a closed cavity.

5. The side panel structure of a novel pure electric vehicle with a sliding door according to claim 3, characterized in that, The rear beam reinforcement plate is also provided with a rear beam partition at one end near the B-column. The rear beam reinforcement plate and the rear beam partition form a side beam reinforcement plate connecting the B-column and the C-column.

6. The side panel structure of a novel pure electric vehicle with a sliding door according to claim 3, characterized in that, The sliding rail mounting plate is also provided with a sill rear connecting plate at one end near the C-pillar. The sliding rail mounting plate and the sill rear connecting plate form a sliding rail mounting plate connecting the B-pillar and the C-pillar.

7. The side panel structure of a novel pure electric vehicle with a sliding door according to claim 1, characterized in that, The central reinforcement component includes a lower C-pillar connecting plate and an upper C-pillar reinforcement plate disposed on the inner side of the side panel. Multiple closed cavities are formed between the side panel, the lower C-pillar connecting plate, and the upper C-pillar reinforcement plate. A rear sliding door middle sliding rail reinforcement plate and a rear sliding door middle sliding rail reinforcement plate are disposed on the inner side of the side panel corresponding to the position of the middle sliding rail. Both the rear sliding door middle sliding rail reinforcement plate and the rear sliding door middle sliding rail reinforcement plate adopt a rectangular small patch plate structure. The middle sliding rail is fixedly disposed on the outer side of the side panel.

8. The side panel structure of a novel pure electric vehicle with a sliding door according to claim 7, characterized in that, The outer side panel has strip-shaped wrinkle-absorbing ribs at the corner of the middle slide rail. Multiple wrinkle-absorbing ribs are provided, and each wrinkle-absorbing rib is arranged parallel to the others. The radius of the rounded corner of the outer side panel at the installation point of the middle slide rail is larger than the radius of the rounded corner of the area without the reinforcing plate.

9. The side panel structure of a novel pure electric vehicle with a sliding door according to claim 8, characterized in that, It also includes a rear door latch reinforcement plate and an electric sliding door front tensioner bracket. The rear door latch reinforcement plate is located at the rear sliding door latch mounting point on the side outer panel and is connected to the side outer panel. The electric sliding door front tensioner bracket is located on the side outer panel near the C-pillar end of the middle slide rail.

10. A vehicle, characterized in that, Including the side structure of a novel pure electric vehicle with a sliding door as described in any one of claims 1-9.

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