Integrated vehicle door ring structure and vehicle

Abstract

The utility model relates to the technical field of vehicle interiors, in particular to an integrated vehicle door ring structure and a vehicle. The integrated vehicle door ring structure comprises a roof side rail, a column A, a lower cross beam and a column B, and the four parts are sequentially connected through tailored blank laser welding to form an integrated structure. The roof side rail comprises a body beam, a first reinforcing plate and a reinforcing filling piece, one end of the body beam is connected with the A column, the other end of the body beam is connected with the B column, the first reinforcing plate is arranged in the body beam and provided with a groove, and the groove is filled with the reinforcing filling piece. A vehicle includes an integrated vehicle door ring structure. According to the vehicle door ring structure, the lightweight production requirement is met, the production and installation cost is reduced, and meanwhile the collision safety of the vehicle door ring structure is guaranteed.

Description

Technical Field

[0001] This application relates to the field of vehicle manufacturing technology, and in particular to an integrated vehicle door ring structure and vehicle. Background Technology

[0002] With the development of vehicle technology, the requirements for its safety performance and lightweight production are increasing. Among them, the body door ring structure is a key component for improving collision safety performance and achieving lightweight production.

[0003] Existing vehicle door ring structures are generally split structures, including separately designed A-pillars, B-pillars, upper side beams, and lower cross beams. The numerous connecting parts between these components fail to meet the requirements of modern lightweight vehicle production. Furthermore, the upper side beam lacks sufficient strength, resulting in poor crash performance. Utility Model Content

[0004] Therefore, it is necessary to provide an integrated vehicle door ring structure and vehicle that can simultaneously meet the requirements of lightweight production and collision safety performance.

[0005] To solve the above-mentioned technical problems, this application provides the following technical solution:

[0006] An integrated vehicle door ring structure includes an upper beam, an A-pillar, a lower crossbeam, and a B-pillar. The upper beam, the A-pillar, the lower crossbeam, and the B-pillar are sequentially connected by laser welding and then stamped to form an integrated structure.

[0007] The upper beam includes a main beam, a first reinforcing plate, and a reinforcing filler. One end of the main beam is connected to column A, and the other end is connected to column B. The first reinforcing plate is located inside the main beam and has a groove. The reinforcing filler is filled in the groove.

[0008] Understandably, this application connects the upper beam, A-pillar, lower crossbeam, and B-pillar of the vehicle door ring structure sequentially via laser welding and integrally stamped to form a single structure. This reduces unnecessary connecting parts between components in the vehicle door ring structure, thereby reducing its weight. Simultaneously, a first reinforcing plate is installed inside the main beam, and corresponding reinforcing fillers are filled within the first reinforcing plate to ensure the strength of the upper beam, thereby improving its collision safety performance. Thus, it not only meets the requirements for lightweight production and reduces production and installation costs, but also ensures the collision safety of the vehicle door ring structure.

[0009] In one embodiment, the first reinforcing plate is integrally formed with the main beam.

[0010] Understandably, the one-piece molding design reduces the number of connecting parts between the first reinforcing plate and the main beam, which increases the stability of the connection between the two while further meeting the requirements of lightweight production. Moreover, the one-piece molding process is relatively simple and can reduce the production cost of the structure.

[0011] In one embodiment, the reinforcing filler is provided with a plurality of support ribs, and cavities are formed between the plurality of support ribs.

[0012] Understandably, the support ribs can provide additional support, enhance the structural strength of the reinforcing filler, and enable the structure at its location to withstand greater pressure or impact. The cavity formed by multiple support ribs can reduce the amount of structural material used, thereby reducing the overall weight and making it easier to meet the requirements of lightweight vehicle production.

[0013] In one embodiment, the reinforcing filler is bonded to the inner surface of the body beam.

[0014] In one embodiment, the reinforcing filler is provided with a positioning part, and the body beam is provided with a mating part, and the positioning part and the mating part are positioned together.

[0015] Understandably, positioning the locating part and the mating part together can increase the accuracy of the reinforcing filler installation and reduce the errors generated during subsequent reinforcing filler assembly.

[0016] In one embodiment, a first hinge area is provided on the A-pillar, wherein a second reinforcing plate is provided inside the A-pillar, and the second reinforcing plate is located in the first hinge area.

[0017] It is understandable that by setting a second reinforcing plate in the first hinge area, the structural strength of the first hinge area can be increased, thereby improving the stability of the connection between the A-pillar and other vehicle components, preventing the connection from breaking, and thus increasing the overall structural stability and service life of the integrated vehicle door ring structure.

[0018] In one embodiment, the B-pillar is provided with two second hinge areas and a connection area located between the two second hinge areas;

[0019] The B-pillar is equipped with a third reinforcing plate that extends along the length of the B-pillar, and the strength of the third reinforcing plate in the second hinge area is greater than its strength in the connection area.

[0020] Understandably, adding a third reinforcing plate enhances the overall structural strength of the B-pillar. Simultaneously, by ensuring the strength of the second hinge area is greater than that of the connecting area (i.e., the connecting area is relatively weaker than the second hinge area), energy can be absorbed through deformation of the connecting area during a collision. This effectively provides occupant survival space in the non-deformable position, thus protecting the safety of the vehicle's occupants.

[0021] In one embodiment, the third reinforcing plate extends to the upper beam.

[0022] Understandably, extending the second reinforcing plate to the upper beam can increase the overall compressive strength of the integrated vehicle door ring structure.

[0023] In one embodiment, the upper beam includes a front beam and a rear beam, which are laser-welded together, and the first reinforcing plate extends from the front beam to the rear beam.

[0024] This application also provides the following technical solutions:

[0025] A vehicle including the integrated vehicle door ring structure described in the above embodiments.

[0026] Compared with existing technologies, the integrated vehicle door ring structure connects the upper beam, A-pillar, lower crossbeam, and B-pillar sequentially through laser welding and integrally stamping to form a single structure. This reduces unnecessary connecting parts between components in the vehicle door ring structure, thereby reducing its weight. Simultaneously, a first reinforcing plate is installed inside the main beam, and corresponding reinforcing fillers are filled within the first reinforcing plate to ensure the strength of the upper beam, thus improving its collision safety performance. Therefore, this not only meets the requirements for lightweight production and reduces production and installation costs, but also ensures the collision safety of the vehicle door ring structure. Attached Figure Description

[0027] To more clearly illustrate the technical solutions in the embodiments of this application or the conventional technology, the drawings used in the description of the embodiments or the conventional technology will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0028] Figure 1 A schematic diagram of the integrated vehicle door ring structure provided in this application.

[0029] Figure 2 An exploded structural diagram of the upper beam in the integrated vehicle door ring structure provided in this application.

[0030] Figure 3A structural schematic diagram of the supporting reinforcement provided in this application.

[0031] Figure 4 An exploded structural diagram of the A-pillar in the integrated vehicle door ring structure provided in this application.

[0032] Figure 5 An exploded structural diagram of the B-pillar in the integrated vehicle door ring structure provided in this application.

[0033] 100. Integrated vehicle door ring structure; 10. Upper side beam; 11. Main body beam; 12. First reinforcing plate; 13. Reinforcing filler; 131. Support rib; 132. Cavity; 133. Positioning part; 14. Front beam; 15. Rear beam; 20. A-pillar; 21. First hinge area; 22. Second reinforcing plate; 30. Lower crossbeam; 40. B-pillar; 41. Second hinge area; 42. Connection area; 43. Third reinforcing plate. Detailed Implementation

[0034] To make the above-mentioned objectives, features, and advantages of this application more apparent and understandable, the specific embodiments of this application will be described in detail below with reference to the accompanying drawings. Many specific details are set forth in the following description to provide a thorough understanding of this application. However, this application can be implemented in many other ways different from those described herein, and those skilled in the art can make similar modifications without departing from the spirit of this application. Therefore, this application is not limited to the specific embodiments disclosed below.

[0035] It should be noted that when a component is referred to as being "fixed to" or "set on" another component, it can be directly on the other component or there may be an intermediate component. When a component is considered to be "connected to" another component, it can be directly connected to the other component or there may be an intermediate component present. The terms "vertical," "horizontal," "upper," "lower," "left," "right," and similar expressions used in this application's specification are for illustrative purposes only and do not represent the only possible implementation.

[0036] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this application, "multiple" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0037] In this application, unless otherwise expressly specified and limited, "above" or "below" the second feature can mean that the first feature is in direct contact with the second feature, or that the first feature and the second feature are in indirect contact through an intermediate medium. Furthermore, "above," "over," and "on top" the second feature can mean that the first feature is directly above or diagonally above the second feature, or simply indicates that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature can mean that the first feature is directly below or diagonally below the second feature, or simply indicates that the first feature is at a lower horizontal level than the second feature.

[0038] Unless otherwise defined, all technical and scientific terms used in this application have the same meaning as commonly understood by one of ordinary skill in the art to which this application belongs. The terminology used in this application is for the purpose of describing particular embodiments only and is not intended to be limiting of this application. The term "and / or" as used in this application includes any and all combinations of one or more of the associated listed items.

[0039] Please see Figures 1 to 5 This application provides an integrated vehicle door ring structure 100, which includes an upper beam 10, an A-pillar 20, a lower crossbeam 30, and a B-pillar 40. The upper beam 10, A-pillar 20, lower crossbeam 30, and B-pillar 40 are sequentially connected by laser welding and stamped to form an integrated structure. The upper beam 10 includes a main beam 11, a first reinforcing plate 12, and a reinforcing filler 13. One end of the main beam 11 is connected to the A-pillar 20, and the other end is connected to the B-pillar 40. The first reinforcing plate 12 is disposed inside the main beam 11 and has a groove (not shown in the figure). The reinforcing filler 13 is filled in the groove. Understandably, by sequentially laser-welding the upper beam 10, A-pillar 20, lower crossbeam 30, and B-pillar 40 of the vehicle door ring structure to form a single integrated structure, redundant connecting parts between components in the vehicle door ring structure are reduced, thereby reducing the weight of the structure. Simultaneously, a first reinforcing plate 12 is installed inside the main beam 11, and corresponding reinforcing fillers 13 are filled within the first reinforcing plate 12, ensuring the strength of the upper beam 10 and thus improving its collision safety performance. In this way, not only are lightweight production requirements met and production and installation costs reduced, but the collision safety of the vehicle door ring structure is also ensured.

[0040] Here, the material thickness of the upper beam 10 can be 1.4mm-1.8mm, and its tensile strength range can be 1500-2000MPA, in order to improve the overall performance of the passenger cabin.

[0041] Specifically, the material thickness of the upper beam 10 can be 1.4mm, 1.6mm, 1.7mm, or 1.8mm, and the actual material thickness can be determined according to the requirements of a specific vehicle model. In this embodiment, the material thickness of the upper beam 10 is 1.6mm. The tensile strength of the material of the upper beam 10 can be 1500MPa, 1600MPa, 1700MPa, 1800MPa, 1900MPa, or 2000MPa, etc.

[0042] Please refer to Figure 1 and Figure 2 The main beam 11 and the first reinforcing plate 12 are integrally formed. This reduces the number of connecting parts between them, increases the stability of the connection, and the integral forming design reduces the production cost of the structure.

[0043] like Figure 3 As shown, the reinforcing filler 13 is provided with multiple support ribs 131, and cavities 132 are formed between the multiple support ribs 131. The support ribs 131 can provide additional support, enhance the structural strength of the reinforcing filler 13, and enable the structure at its location to withstand greater pressure or impact force. The cavity 132 formed by multiple support ribs 131 can not only reduce the amount of structural material used and reduce the overall weight of the integrated vehicle door ring structure 100, but also the triangular cavity 132 formed by multiple support ribs 131 makes the structure more stable, thereby increasing the overall support strength of the reinforcing filler 13.

[0044] Furthermore, the reinforcing filler 13 is disposed at the inflection point region of the main beam 11 (see...). Figure 2 This ensures the strength of the upper beam at the 10-point inflection point under small offset conditions, prevents bending deformation, and improves the overall performance of the passenger cabin.

[0045] For example, the number of support ribs 131 can be determined according to the design of different vehicle models while meeting the support strength requirements, and there is no limitation here. For example, it can be 15 ribs, 20 ribs, etc.

[0046] Preferably, the reinforcing filler 13 can be a lightweight and high-strength material such as carbon fiber, glass fiber, or aluminum-silicon coated hot-formed steel. This achieves both lightweighting and sufficient structural strength. In this embodiment, the reinforcing filler 13 is made of glass fiber.

[0047] Furthermore, the reinforcing filler 13 is bonded to the inner surface of the main beam 11. This simplifies the connection between the reinforcing filler 13 and the main beam 11, improving processing efficiency. Here, adhesive can be applied to the surface of the reinforcing filler 13, and then, through a coating and baking process, the reinforcing filler 13 is bonded to the first reinforcing plate 12 and the inner plate of the upper beam 10. It should be explained that the upper beam 10 actually includes an inner plate and an outer plate; the component shown in the figure is the outer plate. The inner and outer plates are connected by spot welding, and a cavity is formed between them. The first reinforcing plate 12 and the reinforcing filler 13 are both disposed within the cavity.

[0048] Preferably, the reinforcing filler 13 is provided with a positioning part 133, and the body beam 11 is provided with a mating part (not shown in the figure). The positioning part 133 and the mating part are positioned together to ensure the accuracy of the installation of the reinforcing filler 13 and reduce the error generated during its assembly.

[0049] Here, the positioning part 133 can be provided with a protrusion, and the mating part can be provided with a groove. Of course, the positioning part 133 can also be provided with a groove, and the mating part can be provided with a protrusion.

[0050] In one embodiment, the upper beam 10 includes a front beam 14 and a rear beam 15, which are laser-welded together, and a first reinforcing plate 12 extends from the front beam 14 to the rear beam 15. In this way, the overall structural strength of the front beam 14 and the rear beam 15 is enhanced.

[0051] like Figure 4 As shown, a first hinge area 21 is provided on the A-pillar 20, and a second reinforcing plate 22 is provided inside the A-pillar 20. The second reinforcing plate 22 is located in the first hinge area 21. In this way, the structural strength at this location can be increased, the stability of the connection between the first hinge area 21 of the A-pillar 20 and other vehicle components can be increased, and the frontal and side impact resistance of the A-pillar structure can be improved, especially the connection strength of the weld in small offset and offset conditions. This increases the overall structural stability and service life of the integrated vehicle door ring structure 100 and ensures the stability of the passenger compartment structure.

[0052] Here, the material thickness of the A-pillar 20 can be set to 1.4mm-1.8mm, and its tensile strength range can be 590-1000MPA. This further enables the A-pillar 20 to support the integrity of the passenger compartment structure during a collision, while ensuring the connection stability of the laser-welded connection position of the A-pillar 20 during a collision, and avoiding the phenomenon of weld breakage.

[0053] For example, the material thickness of the A-pillar 20 can be 1.4mm, 1.6mm, 1.7mm, or 1.8mm, and the actual material thickness can be determined according to the requirements of the specific vehicle model. The tensile strength of the material used for the A-pillar 20 can be 590MPa, 650MPa, 700MPa, 800MPa, 900MPa, or 1000MPa, etc.

[0054] In one embodiment, the lower crossbeam 30 primarily functions as a deformation energy-absorbing component during the collision (see...). Figure 1 To avoid excessive strength that could lead to weld cracking due to the inability to absorb deformation during impact, the lower crossbeam 30 can be made of a material with a tensile strength of 1000MPa or less, and the material thickness can be 1.2-1.6mm.

[0055] For example, the material thickness of the lower crossbeam 30 can be 1.2mm, 1.3mm, 1.4mm, or 1.6mm, and the actual material thickness can be determined according to the requirements of a specific vehicle model. In this embodiment, the material thickness of the A-pillar 20 is 1.4mm. The tensile strength of the material used for the lower crossbeam 30 can be 600MPa, 700MPa, 800MPa, 900MPa, 1000MPa, etc.

[0056] like Figure 1 and Figure 5 As shown, the B-pillar 40 has two second hinge areas 41 and a connecting area 42 located between the two second hinge areas 41. A third reinforcing plate 43 is installed inside the B-pillar 40, extending along the length of the B-pillar 40. The strength of the third reinforcing plate 43 in the second hinge areas 41 is greater than its strength in the connecting area 42. It can be understood that the structural strength at different locations on the B-pillar 40 is determined according to its structural performance requirements. The second hinge areas 41 are equipped with the third reinforcing plate 43 to give them greater strength, thereby improving the structural strength at their location. The connecting area 42, being a collision deformation zone, is therefore set with lower strength to enhance the energy absorption effect during a collision.

[0057] Preferably, the B-pillar 40 can be made of a material with a tensile strength of 1000 MPa or higher, and its thickness can be selected from 1.2 mm to 1.6 mm, specifically 1.2 mm, 1.3 mm, 1.4 mm, or 1.6 mm. The actual material thickness can be determined according to the requirements of the specific vehicle model. The tensile strength of the material used for the B-pillar 40 can be 1000 MPa, 1100 MPa, 1200 MPa, 1300 MPa, etc.

[0058] For example, the third reinforcing plate 43 extends to the upper beam 10 to increase the structural strength of the connection between the B-pillar 40 and the upper beam 10, thereby increasing the overall compressive strength of the integrated vehicle door ring structure 100.

[0059] This application also provides a vehicle including the integrated vehicle door ring structure 100 described in any of the above embodiments.

[0060] The technical features of the above embodiments can be combined in any way. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0061] The embodiments described above are merely illustrative of several implementation methods of this application, and while the descriptions are relatively specific and detailed, they should not be construed as limiting the scope of the patent application. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of this application, and these all fall within the scope of protection of this application. Therefore, the patent protection scope of this application should be determined by the appended claims.

Claims

1. An integrated vehicle door ring structure, comprising an upper side beam, an A-pillar, a lower crossbeam, and a B-pillar, wherein the upper side beam, the A-pillar, the lower crossbeam, and the B-pillar are sequentially connected by laser welding and formed into an integrated structure by stamping; Its features are, The upper beam includes a main beam, a first reinforcing plate, and a reinforcing filler. One end of the main beam is connected to column A, and the other end is connected to column B. The first reinforcing plate is located inside the main beam and has a groove. The reinforcing filler is filled in the groove.

2. The integrated vehicle door ring structure according to claim 1, characterized in that, The first reinforcing plate is integrally formed with the main beam.

3. The integrated vehicle door ring structure according to claim 1, characterized in that, The reinforcing filler is provided with multiple supporting ribs, and cavities are formed between the multiple supporting ribs.

4. The integrated vehicle door ring structure according to claim 1, characterized in that, The reinforcing filler is bonded to the inner surface of the main beam.

5. The integrated vehicle door ring structure according to claim 4, characterized in that, The reinforcing filler is provided with a positioning part, and the body beam is provided with a mating part, and the positioning part and the mating part are positioned together.

6. The integrated vehicle door ring structure according to claim 1, characterized in that, The A-pillar is provided with a first hinge area, wherein a second reinforcing plate is provided inside the A-pillar, and the second reinforcing plate is located in the first hinge area.

7. The integrated vehicle door ring structure according to claim 1, characterized in that, The B-pillar is provided with two second hinge areas and a connection area located between the two second hinge areas; The B-pillar is equipped with a third reinforcing plate that extends along the length of the B-pillar, and the strength of the third reinforcing plate in the second hinge area is greater than its strength in the connection area.

8. The integrated vehicle door ring structure according to claim 7, characterized in that, The third reinforcing plate extends to the upper beam.

9. The integrated vehicle door ring structure according to claim 1, characterized in that, The upper beam includes a front beam and a rear beam, which are laser-welded together, and the first reinforcing plate extends from the front beam to the rear beam.

10. A vehicle, characterized in that, Includes the integrated vehicle door ring structure as described in any one of claims 1-9.

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