A vehicle body side structure and a vehicle

Abstract

The embodiment of the application provides a vehicle body side structure and a vehicle, relates to the field of vehicle collision safety, and the vehicle body side structure comprises a door ring, a front door assembly and a rear door assembly. The front door assembly comprises: a front door inner plate connected with the door ring; and a front door bottom reinforcing plate arranged outside the front door inner plate and connected with the front door inner plate, the front door bottom reinforcing plate being arranged close to the lower edge of the front door inner plate, the front door bottom reinforcing plate extending along the length direction of the vehicle body, and the front door bottom reinforcing plate being provided with a front door guide groove. The rear door assembly comprises: a rear door inner plate connected with the door ring; and a rear door upper reinforcing plate arranged outside the rear door inner plate and connected with the rear door inner plate, the rear door upper reinforcing plate being arranged at an angle with the length direction of the vehicle body. In the embodiment, the front door bottom reinforcing plate and the rear door upper reinforcing plate are arranged, so that the structural rigidity of the door is effectively improved, and the intrusion amount of the door in side collision is limited.

Description

Technical Field

[0001] This application relates to the field of vehicle collision safety, and more specifically, to a vehicle body side structure and a vehicle. Background Technology

[0002] During vehicle development, full-vehicle tests must be conducted under side-impact conditions to determine whether the vehicle meets safety performance requirements. For models with a large wheelbase and low chassis, such as low-slung long-wheelbase sedans, the barrier basically does not impact the A-pillar, C-pillar, and door sill. Most of the energy during the impact is absorbed by the doors, resulting in a large intrusion into the front doors during side-impact collisions.

[0003] There is currently no effective solution to the technical problem of large intrusion into the front door when the aforementioned vehicles are involved in a side impact. Utility Model Content

[0004] This application provides a vehicle body side structure and a vehicle, aiming to improve the technical problem of large intrusion of the front door when a vehicle encounters a side impact in the prior art.

[0005] According to one aspect of the embodiments of this application, a vehicle side structure is provided, including a door ring, a front door assembly, and a rear door assembly. The front door assembly includes: a front door inner panel connected to the door ring; a front door bottom reinforcing plate disposed on the outer side of the front door inner panel and connected to the front door inner panel, the front door bottom reinforcing plate being disposed near the lower edge of the front door inner panel and extending along the length direction of the vehicle body, and having a front door guide groove formed thereon; the rear door assembly includes: a rear door inner panel connected to the door ring; and a rear door upper reinforcing plate disposed on the outer side of the rear door inner panel and connected to the rear door inner panel, the extension direction of the rear door upper reinforcing plate being disposed at an angle to the length direction of the vehicle body.

[0006] The embodiments of this application achieve the following technical effects: The front door bottom reinforcement plate is connected to the front door inner panel and is located near the lower edge of the front door inner panel. When the vehicle suffers a side impact, the front door bottom reinforcement plate can provide additional lateral support, enhance the structural rigidity of the front door bottom, and guide the deformation direction of the door by setting the front door guide groove, so that the front door bottom deforms according to a predetermined path, so that the collision energy can be distributed more evenly and orderly, reducing the deformation of the lower edge area of ​​the front door inner panel, thereby effectively reducing the intrusion of the front door. The extension of the front door bottom reinforcement plate along the length of the vehicle body is conducive to forming a continuous support structure with the vehicle body, ensuring that the lower part of the front door can stably resist deformation when subjected to impact. Meanwhile, the rear door inner panel is connected to the door ring, ensuring the stability of the rear door assembly and its coordination with the overall vehicle structure. The upper rear door reinforcement plate is set on the outside of the rear door inner panel and connected to it, enhancing the structural rigidity of the upper part of the rear door. The extension direction of the upper rear door reinforcement plate is set at an angle with the length direction of the vehicle body, so that the upper rear door reinforcement plate and the rear door inner panel form an angle support, improving the energy transfer efficiency. In the event of a side collision, the lower front door reinforcement plate and the upper rear door reinforcement plate work together to more effectively disperse and absorb collision energy, reduce the overall intrusion of the door, improve the technical problem of large door intrusion when the vehicle encounters a side impact in the existing technology, and avoid the safety hazards caused by excessive local intrusion.

[0007] Furthermore, the front door assembly also includes: a front door anti-collision beam, which is located on the outside of the front door inner panel and connected to the front door inner panel; wherein, the front door anti-collision beam is set at an angle to the length direction of the vehicle body, and the end of the front door anti-collision beam near the rear of the vehicle is located on the outside of the front door bottom reinforcement plate and connected to the front door bottom reinforcement plate.

[0008] The above-mentioned optional embodiments of this application achieve the following technical effects: The connection between the front door anti-collision beam and the front door inner panel can significantly improve the energy absorption effect of the front door assembly. Due to the angle between the front door anti-collision beam and the length direction of the vehicle body, when the vehicle is involved in a side collision, it can more effectively guide and disperse the collision energy, avoiding energy concentration in a certain part of the door, thereby further reducing the amount of front door intrusion, reducing the impact force on the door lock and hinges, and effectively preventing the failure of the door lock and hinges in a collision. In addition, the connection between the front door anti-collision beam and the front door bottom reinforcement plate can significantly improve the structural strength of the bottom area of ​​the front door, so that the collision energy can be distributed more evenly along the length direction of the vehicle body, reducing the deformation of the bottom of the door, thereby significantly improving the occupant protection capability of the vehicle in a side collision.

[0009] Furthermore, the front door assembly also includes: a front door lock reinforcement plate, which is disposed on the outer side of the front door inner panel and connected to the front door inner panel. The edge of the front door lock reinforcement plate is provided with multiple first protruding ribs, which are arranged facing the outer side of the front door lock reinforcement plate to form a front door lock protective cavity; and a front door lock, which is connected to the front door lock reinforcement plate and the front door inner panel, and is located inside the front door lock protective cavity.

[0010] The above-mentioned optional embodiments of this application achieve the following technical effects: The front door lock reinforcement plate, by setting multiple first ribs, forms a front door lock protective cavity, enclosing the front door lock within it. In the event of a side collision, it can resist the direct impact of a barrier on the front door lock, improving the protective effect of the door lock. The first ribs are positioned towards the outer side of the front door lock reinforcement plate, which helps to form a robust protective structure at the moment of impact, preventing the door lock from breaking or failing due to external force, thereby preventing the door from opening abnormally. Furthermore, placing the front door lock within the front door lock protective cavity also reduces the direct impact of collision energy on the door lock through the cavity structure, ensuring the operational stability of the door lock after a collision and improving the vehicle's side collision safety level.

[0011] Furthermore, the rear door assembly also includes: a rear door dogleg reinforcement plate, which is disposed near the rear door dogleg area, between the rear door inner panel and the rear door upper reinforcement plate, and connected to the rear door inner panel and the rear door upper reinforcement plate; and a rear door anti-collision beam, which is disposed on the outside of the rear door dogleg reinforcement plate and along the vehicle height direction, located below the rear door upper reinforcement plate, and connected to the rear door inner panel and the rear door dogleg reinforcement plate, with the extension direction of the rear door anti-collision beam having an angle with the vehicle length direction.

[0012] The above-mentioned optional embodiments of this application achieve the following technical effects: The rear door dogleg reinforcement plate is disposed between the rear door inner panel and the rear door upper reinforcement plate, which can significantly improve the structural rigidity of the rear door dogleg area and form a more robust anti-dent and anti-collision performance; the rear door anti-collision beam is located outside the rear door dogleg reinforcement plate and is located below the rear door upper reinforcement plate relative to the vehicle height. It is connected to the rear door inner panel and the rear door dogleg reinforcement plate. The angle between the rear door anti-collision beam and the vehicle length direction can effectively disperse the force during the collision, further reducing the amount and speed of rear door intrusion. When a side collision occurs, the rear door dogleg reinforcement plate and the rear door anti-collision beam can work together to quickly transfer the collision force to the vehicle frame, reduce the deformation of the rear door, reduce the latching force, and prevent the door from opening. This overcomes the problems of easy failure of the rear door hinge and easy breakage of the rear door lock caused by excessive rear door intrusion, and enhances the passenger safety protection capability during the side collision of the vehicle.

[0013] Furthermore, the rear door assembly also includes: a rear door lock reinforcement plate, which is disposed on the outer side of the rear door inner panel and connected to the rear door inner panel. The edge of the rear door lock reinforcement plate is provided with multiple second protruding ribs, all of which are arranged facing the outer side of the rear door lock reinforcement plate to form a rear door lock protective cavity; and a rear door lock, which is connected to the rear door lock reinforcement plate and the rear door inner panel and is located within the rear door lock protective cavity.

[0014] The above-mentioned optional embodiments of this application achieve the following technical effects: Multiple second ribs on the edge of the rear door lock reinforcing plate protrude outwards, collectively forming a rear door lock protective cavity. The rear door lock is located within this cavity, significantly improving its safety in side-impact collisions. When a vehicle suffers a side impact, the rear door lock reinforcing plate effectively resists external impacts, protecting the rear door lock from direct impact, reducing the risk of lock damage due to collision, preventing the door from opening due to lock breakage, and ensuring the stability of the lock operation during side-impact collisions.

[0015] Furthermore, the door ring includes a B-pillar assembly, which includes: a B-pillar inner panel disposed in the B-pillar region of the door ring; and a B-pillar inner panel reinforcement plate located on the outside of the B-pillar inner panel and connected to it. The B-pillar inner panel reinforcement plate has a bottom end face facing the bottom of the vehicle, and the bottom end face includes at least one inclined portion, the distance between the inclined portion and the bottom of the vehicle varying along the length of the vehicle body.

[0016] The above-mentioned optional embodiments of this application achieve the following technical effects: the B-pillar inner panel reinforcement plate is connected to the B-pillar inner panel and has an inclined portion facing the bottom of the vehicle. The inclined portion of the B-pillar inner panel reinforcement plate can provide more precise energy absorption and load dispersion functions during side collisions. The inclined portion can guide the impact force to be dispersed along the length of the vehicle body, avoiding excessive stress concentration in the B-pillar area, thereby significantly reducing the risk of bending and fracture of the B-pillar under collision conditions, effectively improving the structural rigidity of the vehicle in side collisions, and protecting the safety of the occupants.

[0017] Furthermore, the B-pillar area of ​​the door ring includes an upper B-pillar section and a lower B-pillar section. Along the vehicle height direction, the lower B-pillar section is located below the upper B-pillar section. The structural strength of the lower B-pillar section is set to be less than that of the upper B-pillar section. The lower B-pillar section is provided with at least one B-pillar guide groove, which extends along the vehicle length direction.

[0018] The optional embodiments described above achieve the following technical effects: The lower section of the B-pillar has a lower structural strength than the upper section, allowing it to absorb more energy during the initial stages of a collision through deformation. This reduces the energy transferred to the passenger area inside the vehicle, improving collision safety. The upper section of the B-pillar maintains higher structural strength, which helps maintain the stability of the roof and windows, preventing further intrusion. The B-pillar guide groove in the lower section guides the bottom of the B-pillar to deform along a predetermined path during a side collision, allowing the collision energy to be absorbed and dispersed more effectively through the pre-defined deformation path. This avoids energy concentration at the bottom of the B-pillar, preventing breakage and improving vehicle side-impact safety. Furthermore, the lower structural strength design of the lower section of the B-pillar promotes the rational distribution of energy among different areas of the B-pillar, preventing severe bending of the upper section due to excessive energy load. This achieves overall stability and safety of the B-pillar in side-impact collisions.

[0019] Furthermore, the B-pillar assembly also includes: a lower front reinforcing plate of the B-pillar inner panel, which is located below the B-pillar inner panel reinforcing plate along the vehicle height direction and is connected to the B-pillar inner panel reinforcing plate; a lower rear reinforcing plate of the B-pillar inner panel, which is located below the B-pillar inner panel reinforcing plate along the vehicle height direction and is connected to the B-pillar inner panel reinforcing plate; the lower rear reinforcing plate of the B-pillar inner panel and the lower front reinforcing plate of the B-pillar inner panel are spaced apart along the vehicle length direction.

[0020] The above-mentioned optional embodiments of this application achieve the following technical effects: The front and rear reinforcing plates under the B-pillar inner panel are both located below and connected to the B-pillar inner panel reinforcing plate, significantly improving the rigidity of the B-pillar bottom area and effectively dispersing the load transmitted to the B-pillar during a side collision, preventing the B-pillar bottom from fracture. During a collision, the front and rear reinforcing plates under the B-pillar inner panel work synergistically to form dual lateral and longitudinal support, avoiding stress concentration at the B-pillar bottom and reducing the risk of B-pillar fracture. Furthermore, the spaced arrangement of the front and rear reinforcing plates under the B-pillar inner panel can guide deformation, making the deformation of the B-pillar more controllable during a side collision, reducing intrusion into the passenger compartment, and thus improving the vehicle's side collision safety performance.

[0021] Furthermore, the B-pillar assembly also includes: an outer B-pillar reinforcement plate, which is connected to an inner B-pillar reinforcement plate; and a middle reinforcement bracket in the inner B-pillar, which is located between the outer B-pillar reinforcement plate and the inner B-pillar reinforcement plate, and is connected to at least one of the inner B-pillar reinforcement plate and the outer B-pillar reinforcement plate.

[0022] The above-mentioned optional embodiments of this application achieve the following technical effects: the outer B-pillar reinforcement plate is connected to the inner B-pillar reinforcement plate, which can enhance the overall structural rigidity of the B-pillar area; the reinforcement bracket in the inner B-pillar is located between the outer B-pillar reinforcement plate and the inner B-pillar reinforcement plate, and is connected to at least one of them, which can form a "sandwich" type composite support structure, especially providing effective bending resistance support at the abrupt change position of the B-pillar structure, improving the bending resistance of the upper part of the B-pillar, avoiding excessive bending during collision, thereby effectively reducing the degree of deformation of the vehicle side and improving side collision safety.

[0023] Furthermore, the B-pillar inner panel reinforcement plate includes a middle reinforcement plate and an upper reinforcement plate of the B-pillar inner panel, which are arranged adjacent to each other along the vehicle height direction. The upper reinforcement plate of the B-pillar inner panel is located near the upper edge of the B-pillar inner panel. The middle reinforcement plate of the B-pillar inner panel is connected to the B-pillar inner panel, the middle reinforcement bracket of the B-pillar inner panel, the lower front reinforcement plate of the B-pillar inner panel, and the lower rear reinforcement plate of the B-pillar inner panel. And / or, the B-pillar outer panel reinforcement plate includes a middle reinforcement plate and a lower reinforcement plate of the B-pillar outer panel, which are arranged adjacent to each other along the vehicle height direction. The lower reinforcement plate of the B-pillar outer panel is located near the lower edge of the B-pillar inner panel. The middle reinforcement bracket of the B-pillar inner panel is located between the middle reinforcement plate of the B-pillar outer panel and the middle reinforcement plate of the B-pillar inner panel.

[0024] The above-mentioned optional embodiments of this application achieve the following technical effects: the B-pillar inner panel reinforcement plate is divided into a middle reinforcement plate and an upper reinforcement plate, and the B-pillar outer panel reinforcement plate is divided into a middle reinforcement plate and a lower reinforcement plate. By setting reinforcement plates of different strengths at different heights of the B-pillar, the collision energy can be effectively dispersed and transferred, avoiding excessive energy concentration in a certain part, thereby reducing local damage to the B-pillar. The coordinated design of each reinforcement plate ensures that the B-pillar has reasonable structural stiffness in different areas, which can resist collisions without increasing weight or cost due to excessive reinforcement.

[0025] Furthermore, the vehicle body side structure also includes a splitter, which is connected to at least one of the front door assembly and the rear door assembly. The splitter includes: a splitter housing, which has a receiving cavity with an open end and a slot. The slot communicates with the receiving cavity. The slot has a first sidewall and a second sidewall that are disposed opposite to each other. A portion of the first sidewall protrudes toward the side where the second sidewall is located to form a first protrusion. At least a portion of the first protrusion protrudes toward the bottom of the slot to form a second protrusion. The bottom of the slot, the first sidewall, the first protrusion, and the second protrusion enclose a limiting space. At least a portion of the cable sleeve is located within the limiting space.

[0026] The above-mentioned optional embodiments of this application achieve the following technical effects: the first sidewall, the first protrusion, the second protrusion, and the bottom of the slot together form a limiting space, and at least part of the cable sleeve is positioned within the limiting space. When the vehicle is impacted in a side collision, the cable sleeve is protected within the limiting space, preventing slippage or dislodgement from the slot due to the collision. This enhances the stability and reliability of the cable system, prevents door opening problems caused by cable sleeve failure, ensures the structural integrity of the vehicle during the collision, and improves side collision safety.

[0027] Furthermore, the side structure of the vehicle body also includes: a latch mounting plate, which is connected to the door ring. The latch mounting plate has a first weakening hole and a second weakening hole spaced apart along the height direction of the vehicle body. The latch mounting plate is provided with a latch mounting part, which is located between the first weakening hole and the second weakening hole. The distance between the first weakening hole and the second weakening hole is L, which is 35mm≤L≤45mm. The latch mounting part is a mounting boss, and the peripheral surface of the mounting boss is an arc-shaped surface.

[0028] The above-mentioned optional embodiments of this application achieve the following technical effects: the distance limitation between the first weakening hole and the second weakening hole allows the impact force on the latch to be buffered by the deformation of the latch mounting plate itself during a side collision, thereby effectively reducing the stress concentration at the contact point between the latch and the latch mounting plate, preventing the latch from being damaged due to excessive impact force, and thus preventing the door from accidentally opening during a collision, improving the safety performance and passenger protection level of the vehicle during a side collision; the latch mounting part adopts a mounting boss with a curved circumferential surface, thus forming a curved transition design, which can further reduce the local peak load on the latch at the moment of collision, enhance the bonding strength between the latch and the latch mounting plate, ensure the stability and reliability of the latch in high-energy side collision events, and thus effectively prevent the door from accidentally unlocking during a collision.

[0029] According to another aspect of the embodiments of this application, a vehicle is provided, including the above-described vehicle body side structure.

[0030] The embodiments of this application achieve the following technical effects: the side structure of the vehicle body can effectively improve the structural rigidity of the door by setting the bottom reinforcement plate of the front door and the upper reinforcement plate of the rear door, and limit the amount of intrusion of the door in a side collision. When a vehicle with the above-mentioned side structure of the vehicle body suffers a side impact, it can significantly reduce the overall deformation of the door and avoid the failure of the door lock and hinge due to excessive intrusion. Attached Figure Description

[0031] The accompanying drawings, which form part of this application, are used to provide a further understanding of the present invention. The illustrative embodiments of the present invention and their descriptions are used to explain the present invention and do not constitute an undue limitation of the present invention. In the drawings:

[0032] Figure 1 This is a schematic diagram of the vehicle side structure provided in one embodiment of this application;

[0033] Figure 2 This is a schematic diagram of the vehicle side structure provided in one embodiment of this application;

[0034] Figure 3 This is a schematic diagram of the structure of a door ring provided in one embodiment of this application;

[0035] Figure 4 This is a partial structural schematic diagram of a door ring provided in an embodiment of this application;

[0036] Figure 5 This is a partial structural schematic diagram of a door ring provided in an embodiment of this application;

[0037] Figure 6 This is a schematic diagram of the structure of the front door lock reinforcement plate provided in one embodiment of this application;

[0038] Figure 7 This is a schematic diagram of the structure of the front door lock reinforcement plate provided in one embodiment of this application;

[0039] Figure 8 This is a schematic diagram of the structure of the front door lock reinforcement plate provided in one embodiment of this application;

[0040] Figure 9 This is a schematic diagram of the structure of the rear door lock reinforcement plate provided in one embodiment of this application;

[0041] Figure 10 This is a schematic diagram of the structure of the rear door lock reinforcement plate provided in one embodiment of this application;

[0042] Figure 11 This is a schematic diagram of the structure of the rear door lock reinforcement plate provided in one embodiment of this application;

[0043] Figure 12 This is a schematic diagram of the B-pillar assembly provided in one embodiment of this application;

[0044] Figure 13 This is a schematic diagram of the B-pillar assembly provided in one embodiment of this application;

[0045] Figure 14 This is a schematic diagram of the structure of a splitter housing provided in one embodiment of this application;

[0046] Figure 15 This is a schematic diagram of the structure of a splitter housing provided in one embodiment of this application;

[0047] Figure 16 This is a schematic diagram of the handle structure provided in one embodiment of this application;

[0048] Figure 17 This is a schematic diagram of the handle structure provided in one embodiment of this application;

[0049] Figure 18 This is a partial structural schematic diagram of a vehicle side structure provided in an embodiment of this application;

[0050] Figure 19 This is a schematic diagram of the structure of a locking mounting plate provided in one embodiment of this application;

[0051] Figure 20 This is a schematic diagram of the structure of a locking mounting plate provided in one embodiment of this application.

[0052] Explanation of reference numerals in the attached figures:

[0053] 100. Front door inner panel; 110. Front door anti-collision beam; 120. Front door waistline panel; 130. Front door lock reinforcement plate; 1300. Front door lock protective cavity; 140. Front door bottom reinforcement plate;

[0054] 1000, First upper protruding rib; 1001, First lower protruding rib; 1002, First extension; 1003, Door lock cable position; 1004, Front door guide groove;

[0055] 200. Rear door inner panel; 210. Rear door upper reinforcing plate; 220. Rear door lock reinforcing plate; 2200. Rear door lock protective cavity; 230. Rear door dog leg reinforcing plate; 240. Rear door anti-collision beam;

[0056] 2000, Second upper protruding rib; 2001, Second lower protruding rib; 2002, Second extension;

[0057] 300. Door ring; 310. Middle reinforcement plate of B-pillar outer panel; 320. Lower reinforcement plate of B-pillar outer panel; 330. Upper reinforcement plate of B-pillar inner panel; 340. Middle reinforcement plate of B-pillar inner panel; 350. Middle reinforcement bracket of B-pillar inner panel; 360. Lower front reinforcement plate of B-pillar inner panel; 370. Lower rear reinforcement plate of B-pillar inner panel;

[0058] 3000, B-pillar structural abrupt change location; 3001, lower section of B-pillar; 3003, first inner panel overlap; 3004, second inner panel overlap; 3005, inclined section; 3006, outer panel overlap; 3007, first guide groove; 3008, second guide groove; 3009, first hinge mounting section; 3010, second hinge mounting section;

[0059] 400, Front door lock; 410, Cable sleeve; 420, Splitter housing; 4200, Receiving cavity; 4201, Open end; 4202, Slot; 4203, First protrusion; 4204, Second protrusion; 4205, Limiting space; 430, Splitter cable; 440, Splitter converter;

[0060] 4000, First limiting part; 4001, Second limiting part;

[0061] 450. Handle; 460. Front door lock cable; 4002. Cable penetration part; 4003. Handle body;

[0062] 470, Locking plate; 480, Locking buckle; 4004, First weakening hole; 4005, Second weakening hole; 4006, Mounting boss. Detailed Implementation

[0063] It should be noted that, unless otherwise specified, the embodiments and features described in this application can be combined with each other. The present invention will now be described in detail with reference to the accompanying drawings and embodiments.

[0064] It should be noted that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the exemplary embodiments according to this application. As used herein, the singular form is intended to include the plural form as well, unless the context clearly indicates otherwise. Furthermore, it should be understood that when the terms "comprising" and / or "including" are used in this specification, they indicate the presence of features, steps, operations, devices, components, and / or combinations thereof.

[0065] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such terms can be used interchangeably where appropriate so that the embodiments of this application described herein can be implemented, for example, in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover a non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0066] Exemplary embodiments according to this application will now be described in more detail with reference to the accompanying drawings. However, these exemplary embodiments may be implemented in many different forms and should not be construed as being limited to the embodiments set forth herein. It should be understood that these embodiments are provided so that the disclosure of this application is thorough and complete, and that the concept of these exemplary embodiments is fully conveyed to those skilled in the art. In the drawings, for clarity, the thickness of layers and regions may be exaggerated, and the same reference numerals are used to denote the same devices, and therefore their description will be omitted.

[0067] Combination Figures 1 to 20 As shown, according to a specific embodiment of this application, a vehicle side structure is provided.

[0068] Specifically, the side structure of the vehicle body includes a door ring 300, a front door assembly, and a rear door assembly. The front door assembly includes a front door inner panel 100, which is connected to the door ring 300; and a front door bottom reinforcing plate 140, which is disposed on the outside of the front door inner panel 100 and connected to it. The front door bottom reinforcing plate 140 is disposed near the lower edge of the front door inner panel 100 and extends along the length of the vehicle body. The front door bottom reinforcing plate 140 has a front door guide groove 1004, and the length direction of the front door guide groove 1004 is set along the length direction of the vehicle body; the rear door assembly includes a rear door inner panel 200 and a rear door upper reinforcing plate 210. The rear door inner panel 200 is connected to the door ring 300, and the rear door upper reinforcing plate 210 is set on the outside of the rear door inner panel 200 and connected to the rear door inner panel 200. The extension direction of the rear door upper reinforcing plate 210 is set at an angle to the length direction of the vehicle body.

[0069] The embodiments of this application achieve the following technical effects: The front door bottom reinforcement plate 140 is connected to the front door inner panel 100 and is located near the lower edge of the front door inner panel 100. When the vehicle suffers a side impact, the front door bottom reinforcement plate 140 can provide additional lateral support, enhance the structural rigidity of the front door bottom, and guide the deformation direction of the door by setting the front door guide groove 1004, so that the bottom of the front door deforms along a predetermined path, allowing the collision energy to be distributed more evenly, reducing the deformation of the lower edge area of ​​the front door inner panel 100, thereby effectively reducing the overall intrusion of the front door, improving the technical problem of large front door intrusion when the vehicle suffers a side impact in the prior art, and avoiding the safety hazards caused by excessive local intrusion. At the same time, the extension of the front door bottom reinforcement plate 140 along the length of the vehicle body helps to form a continuous support structure with the vehicle body, ensuring that the entire lower part of the front door can stably resist deformation when impacted, improving the side collision safety performance of the vehicle, and protecting the occupants from injury. Meanwhile, the rear door inner panel 200 is connected to the door ring 300, which ensures the stability of the rear door assembly and its coordination with the overall vehicle structure. The rear door upper reinforcing plate 210 is set on the outside of the rear door inner panel 200 and connected to it, which enhances the structural rigidity of the upper part of the rear door. The extension direction of the rear door upper reinforcing plate 210 is set at an angle with the length direction of the vehicle body, so that the rear door upper reinforcing plate 210 and the rear door inner panel 200 form an angle support, which improves the energy transfer efficiency. In the event of a side collision, the front door bottom reinforcing plate 140 and the rear door upper reinforcing plate 210 work together to more effectively disperse and absorb collision energy, reduce the overall intrusion of the door, improve the technical problem of large door intrusion when the vehicle encounters a side collision in the prior art, protect the door system from serious damage, and thus ensure the safety of the occupants.

[0070] like Figure 1 and Figure 2 As shown, F1 is the direction of vehicle length, and F2 is the direction of vehicle height.

[0071] Furthermore, the front door assembly also includes a front door anti-collision beam 110, which is located on the outer side of the front door inner panel 100 and connected to the front door inner panel 100; wherein, the front door anti-collision beam 110 is set at an angle with the length direction of the vehicle body, and the end of the front door anti-collision beam 110 near the rear of the vehicle is located on the outer side of the front door bottom reinforcement plate 140 and connected to the front door bottom reinforcement plate 140.

[0072] The above-mentioned optional embodiments of this application achieve the following technical effects: The connection between the front door anti-collision beam 110 and the front door inner panel 100 can significantly improve the energy absorption effect of the front door assembly. When the vehicle is involved in a side collision, due to the angle between the front door anti-collision beam 110 and the length direction of the vehicle body, the collision energy can be guided and dispersed more effectively, avoiding energy concentration in a certain part of the door, thereby further reducing the amount of front door intrusion, reducing the impact force on the door lock and hinges, and effectively preventing the failure of the door lock and hinges in a collision. In addition, the connection between the front door anti-collision beam 110 and the front door bottom reinforcement plate 140 can significantly improve the structural strength of the bottom area of ​​the front door, so that the collision energy can be distributed more evenly along the length direction of the vehicle body, reducing the deformation of the bottom of the door, thereby significantly improving the occupant protection capability of the vehicle in a side collision.

[0073] Furthermore, the front door assembly also includes a front door lock reinforcement plate 130 and a front door lock 400. The front door lock reinforcement plate 130 is disposed on the outer side of the front door inner panel 100 and connected to the front door inner panel 100. The edge of the front door lock reinforcement plate 130 is provided with a plurality of first protruding ribs, which are arranged facing outwards to form a front door lock protective cavity 1300. The front door lock 400 is connected to the front door lock reinforcement plate 130 and the front door inner panel 100, and the front door lock 400 is located inside the front door lock protective cavity 1300.

[0074] The above-mentioned optional embodiments of this application achieve the following technical effects: The front door lock reinforcing plate 130, by setting multiple first protruding ribs, forms a front door lock protective cavity 1300, which encloses the front door lock 400. In the event of a side collision, it can resist the direct impact of the barrier on the front door lock 400, improving the protective effect of the door lock. The first protruding ribs are positioned towards the outer side of the front door lock reinforcing plate 130, which helps to form a robust protective structure at the moment of impact, preventing the door lock from breaking or failing due to external force, thereby preventing the door from opening abnormally. Furthermore, the front door lock 400 being placed within the front door lock protective cavity 1300 can also reduce the direct impact of collision energy on the door lock through the cavity structure, ensuring the operational stability of the door lock after a collision and improving the vehicle's side collision safety level.

[0075] Furthermore, the rear door assembly also includes a rear door dogleg reinforcement plate 230 and a rear door anti-collision beam 240. The rear door dogleg reinforcement plate 230 is located near the rear door dogleg area and is positioned between the rear door inner panel 200 and the rear door upper reinforcement plate 210, and is connected to the rear door inner panel 200 and the rear door upper reinforcement plate 210. The rear door anti-collision beam 240 is located on the outside of the rear door dogleg reinforcement plate 230, and along the vehicle height direction, the rear door anti-collision beam 240 is located below the rear door upper reinforcement plate 210, and is connected to the rear door inner panel 200 and the rear door dogleg reinforcement plate 230. The extension direction of the rear door anti-collision beam 240 is angled with the vehicle length direction.

[0076] The above-mentioned optional embodiments of this application achieve the following technical effects: the rear door dogleg reinforcement plate 230 is disposed between the rear door inner panel 200 and the rear door upper reinforcement plate 210, which can significantly improve the structural rigidity of the rear door dogleg area and form a more robust anti-dent and anti-collision performance; the rear door anti-collision beam 240 is located outside the rear door dogleg reinforcement plate 230, and relative to the vehicle height, it is located below the rear door upper reinforcement plate 210, connected to the rear door inner panel 200 and the rear door dogleg reinforcement plate 230, and the rear door anti-collision beam 240 is connected to the vehicle... The angled design along the length of the vehicle effectively disperses the force during a collision, reduces the amount and speed of intrusion into the rear door, and protects the door latch from excessive pressure. In a side collision, the rear door dogleg reinforcement plate 230 and the rear door anti-collision beam 240 work together to quickly transfer the collision force to the vehicle frame, reduce the deformation of the rear door, reduce the latch force, and prevent the door from opening. This overcomes the problems of easy failure of the rear door hinge and easy breakage of the rear door lock caused by excessive rear door intrusion, and enhances the passenger safety protection capability during a side collision.

[0077] Furthermore, the rear door assembly also includes a rear door lock reinforcement plate 220 and a rear door lock. The rear door lock reinforcement plate 220 is disposed on the outer side of the rear door inner panel 200 and is connected to the rear door inner panel 200. The edge of the rear door lock reinforcement plate 220 is provided with a plurality of second protruding ribs, all of which are arranged toward the outer side of the rear door lock reinforcement plate 220 to form a rear door lock protective cavity 2200. The rear door lock is connected to the rear door lock reinforcement plate 220 and the rear door inner panel 200, and the rear door lock is located inside the rear door lock protective cavity 2200.

[0078] The above-mentioned optional embodiments of this application achieve the following technical effects: Multiple second ribs on the edge of the rear door lock reinforcing plate 220 protrude outwards, collectively forming a rear door lock protective cavity 2200. The rear door lock is located within the rear door lock protective cavity 2200, significantly improving the safety of the rear door lock in side-impact collision conditions. When the vehicle suffers a side impact, the rear door lock reinforcing plate 220 can effectively resist external impacts, protecting the rear door lock from direct impact, reducing the risk of damage to the door lock due to collision, preventing the door from opening due to door lock breakage, and ensuring the stability of the door lock operation during a side-impact collision.

[0079] Furthermore, the door ring 300 includes a B-pillar assembly, which includes a B-pillar inner panel and a B-pillar inner panel reinforcing plate. The B-pillar inner panel is disposed in the B-pillar region of the door ring 300. The B-pillar inner panel reinforcing plate is located on the outside of the B-pillar inner panel and is connected to the B-pillar inner panel. The B-pillar inner panel reinforcing plate has a bottom end face facing the bottom of the vehicle, and the bottom end face includes at least one inclined portion 3005. The distance between the inclined portion 3005 and the bottom of the vehicle varies along the length of the vehicle body.

[0080] The above-mentioned optional embodiments of this application achieve the following technical effects: the B-pillar inner panel reinforcement plate is connected to the B-pillar inner panel and is provided with an inclined portion 3005 facing the bottom of the vehicle. The inclined portion 3005 of the B-pillar inner panel reinforcement plate can provide more precise energy absorption and load dispersion functions during side collisions. The structure of the inclined portion 3005 can guide the impact force to be dispersed along the length of the vehicle body, avoid excessive stress concentration in the B-pillar area, thereby significantly reducing the risk of bending and fracture of the B-pillar under collision conditions, effectively improving the structural rigidity of the vehicle in side collisions, and protecting the safety of the occupants.

[0081] In one exemplary embodiment of this application, such as Figure 13 As shown, the distance between the inclined part 3005 and the bottom of the vehicle gradually decreases in the direction away from the front of the vehicle. Depending on the actual needs, the distance between the inclined part 3005 and the bottom of the vehicle can also be gradually increased in the direction away from the front of the vehicle. For example, the bottom end face of the B-pillar inner panel reinforcement plate can also include multiple inclined parts 3005, and the inclination angle and inclination direction of the inclined part 3005 can be arbitrarily set.

[0082] Furthermore, the B-pillar region of the door ring 300 includes at least an upper B-pillar section and a lower B-pillar section 3001. Along the vehicle height direction, the lower B-pillar section 3001 is located below the upper B-pillar section. The structural strength of the lower B-pillar section 3001 is less than that of the upper B-pillar section. The lower B-pillar section 3001 is provided with at least one B-pillar guide groove, which extends along the length direction of the vehicle body.

[0083] The above-mentioned optional embodiments of this application achieve the following technical effects: Along the vehicle body height direction, the structural strength of the lower section 3001 of the B-pillar is lower than that of the upper section. This allows for the absorption of more energy through material deformation in the lower section 3001 during the initial stage of a collision, thereby reducing the energy transferred to the passenger area and improving collision safety. The upper section of the B-pillar maintains higher structural strength, which helps maintain the stability of the roof and windows, preventing further intrusion. The B-pillar guide groove in the lower section 3001 extends along the length of the vehicle body, guiding the bottom of the B-pillar to deform along a predetermined path during a side collision. This allows for more effective absorption and dispersion of collision energy through the pre-set deformation path, preventing sudden breakage due to energy concentration at the bottom of the B-pillar and improving vehicle side collision safety. Furthermore, the lower structural strength design of the lower section 3001 promotes the rational distribution of energy among different areas of the B-pillar, preventing severe bending of the upper area due to excessive energy load, thus achieving overall stability and safety of the B-pillar in side collisions.

[0084] Furthermore, the B-pillar assembly includes a lower front reinforcing plate 360 ​​and a lower rear reinforcing plate 370 of the B-pillar inner panel. Along the vehicle height direction, the lower front reinforcing plate 360 ​​is located below the B-pillar inner panel reinforcing plate and is connected to it. Along the vehicle height direction, the lower rear reinforcing plate 370 is located below the B-pillar inner panel reinforcing plate and is connected to it. The lower rear reinforcing plate 370 and the lower front reinforcing plate 360 ​​of the B-pillar inner panel are spaced apart along the vehicle length direction.

[0085] The above-mentioned optional embodiments of this application achieve the following technical effects: The front reinforcing plate 360 ​​and the rear reinforcing plate 370 under the inner panel of the B-pillar are both located below and connected to the inner panel reinforcing plate of the B-pillar, which can significantly improve the rigidity of the bottom area of ​​the B-pillar, effectively dispersing the load transmitted to the B-pillar in a side collision and preventing the bottom of the B-pillar from breaking. During a collision, the front reinforcing plate 360 ​​and the rear reinforcing plate 370 under the inner panel of the B-pillar can work together to form dual support in both the lateral and longitudinal directions, avoiding stress concentration at the bottom of the B-pillar and reducing the risk of B-pillar breakage. Furthermore, the spaced arrangement of the front reinforcing plate 360 ​​and the rear reinforcing plate 370 under the inner panel of the B-pillar can guide deformation, making the deformation of the B-pillar more controllable during a side collision, reducing intrusion into the passenger compartment, and thus improving the vehicle's side collision safety performance.

[0086] Furthermore, the B-pillar assembly also includes an outer B-pillar reinforcement plate and an inner B-pillar reinforcement bracket 350, with the outer B-pillar reinforcement plate connected to the inner B-pillar reinforcement plate; the inner B-pillar reinforcement bracket 350 is located between the outer B-pillar reinforcement plate and the inner B-pillar reinforcement plate, and is connected to at least one of the inner B-pillar reinforcement plate and the outer B-pillar reinforcement plate.

[0087] The above-mentioned optional embodiments of this application achieve the following technical effects: the outer B-pillar reinforcement plate is connected to the inner B-pillar reinforcement plate, which can enhance the overall structural rigidity of the B-pillar area; the inner B-pillar reinforcement bracket 350 is located between the outer B-pillar reinforcement plate and the inner B-pillar reinforcement plate, and is connected to at least one of them, which can form a "sandwich" type composite support structure, especially providing effective bending resistance support at the structural abrupt change position 3000 of the B-pillar, improving the bending resistance of the upper part of the B-pillar, avoiding excessive bending during collision, thereby effectively reducing the degree of deformation of the vehicle body side and improving side collision safety.

[0088] Optionally, the B-pillar inner panel reinforcement plate includes a middle reinforcement plate 340 and an upper reinforcement plate 330. The middle reinforcement plate 340 and the upper reinforcement plate 330 are arranged adjacent to each other along the vehicle height direction. The upper reinforcement plate 330 is located near the upper edge of the B-pillar inner panel. The middle reinforcement plate 340 is connected to the B-pillar inner panel, the middle reinforcement bracket 350, the lower front reinforcement plate 360, and the lower rear reinforcement plate 370.

[0089] The above-mentioned optional embodiments of this application achieve the following technical effects: By dividing the B-pillar inner panel reinforcement plate into a middle reinforcement plate 340 and an upper reinforcement plate 330, it is possible to effectively disperse and transfer collision energy by setting reinforcement plates of different strengths at different heights of the B-pillar, avoiding excessive concentration of energy in a certain part, thereby reducing local damage to the B-pillar. The coordinated design of each reinforcement plate ensures that the B-pillar has reasonable structural stiffness in different areas, which can resist collisions without increasing weight or cost due to excessive reinforcement.

[0090] Optionally, the B-pillar outer panel reinforcement plate includes a B-pillar outer panel middle reinforcement plate 310 and a B-pillar outer panel lower reinforcement plate 320. The B-pillar outer panel middle reinforcement plate 310 and the B-pillar outer panel lower reinforcement plate 320 are arranged adjacent to each other along the vehicle height direction. The B-pillar outer panel lower reinforcement plate 320 is located near the lower edge of the B-pillar inner panel. The B-pillar inner panel middle reinforcement bracket 350 is located between the B-pillar outer panel middle reinforcement plate 310 and the B-pillar inner panel middle reinforcement plate 340.

[0091] The above-mentioned optional embodiments of this application achieve the following technical effects: By dividing the B-pillar outer panel reinforcement plate into the middle reinforcement plate 310 and the lower reinforcement plate 320, the collision energy can be effectively dispersed and transferred by setting reinforcement plates of different strengths at different heights of the B-pillar, avoiding excessive concentration of energy in a certain part, thereby reducing local damage to the B-pillar. The coordinated design of each reinforcement plate ensures that the B-pillar has reasonable structural stiffness in different areas, which can resist collisions without increasing weight or cost due to excessive reinforcement.

[0092] Furthermore, the vehicle body side structure also includes a splitter, which is connected to at least one of the front door assembly and the rear door assembly. The splitter includes a splitter housing 420, which has a receiving cavity 4200. The receiving cavity 4200 has an open end 4201, and the open end 4201 has a slot 4202. The slot 4202 is connected to the receiving cavity 4200. The slot 4202 has a first sidewall and a second sidewall that are disposed opposite to each other. A portion of the first sidewall protrudes toward the side where the second sidewall is located to form a first protrusion 4203. At least a portion of the first protrusion 4203 protrudes toward the bottom of the slot 4202 to form a second protrusion 4204. The bottom of the slot 4202, the first sidewall, the first protrusion 4203, and the second protrusion 4204 enclose a limiting space 4205. At least a portion of the cable sleeve 410 is located within the limiting space 4205.

[0093] The above-mentioned optional embodiments of this application achieve the following technical effects: by positioning at least a portion of the cable sleeve 410 within the limiting space 4205, when the vehicle is impacted in a side collision, the cable sleeve 410 is protected within the limiting space 4205, preventing it from slipping out of the slot 4202 due to the collision, thereby enhancing the stability and reliability of the cable system, preventing door opening problems caused by cable sleeve failure, ensuring the structural integrity of the vehicle during the collision, and improving side collision safety.

[0094] In one exemplary embodiment of this application, such as Figure 15 As shown, the splitter housing 420 has two slots 4202, which are arranged in the same way to form a first limiting part 4000 and a second limiting part 4001 for limiting the two cable sleeves 410 respectively.

[0095] Furthermore, the side structure of the vehicle body also includes a latch mounting plate 470, which is connected to the door ring 300. The latch mounting plate 470 has a first weakening hole 4004 and a second weakening hole 4005 spaced apart along the height direction of the vehicle body. The latch mounting plate 470 is provided with a latch mounting part, which is located between the first weakening hole 4004 and the second weakening hole 4005. Optionally, the first weakening hole 4004 and the second weakening hole 4005 are spaced apart by a distance L, where 35mm≤L≤45mm.

[0096] The above-mentioned optional embodiments of this application achieve the following technical effects: the distance between the first weakening hole 4004 and the second weakening hole 4005 is set to be large, so that during the side collision, the impact force on the latch 480 can be buffered by the deformation of the latch mounting plate 470 itself, thereby effectively reducing the stress concentration at the contact part between the latch 480 and the latch mounting plate 470, avoiding damage to the latch 480 due to excessive impact force, thereby preventing the door from opening accidentally during the collision, and improving the safety performance and passenger protection level of the vehicle during side collision.

[0097] Specifically, the distance L between the first weakened hole 4004 and the second weakened hole 4005 refers to the distance between the center of the first weakened hole 4004 and the center of the second weakened hole 4005.

[0098] Optionally, the latch mounting part is a mounting boss 4006, and the peripheral surface of the mounting boss 4006 is an arc-shaped surface.

[0099] The above-mentioned optional embodiments of this application achieve the following technical effects: the latch mounting part adopts a mounting boss 4006, and the peripheral surface of the mounting boss 4006 is an arc-shaped surface, thereby forming an arc-shaped transition design, which can further reduce the local peak load on the latch 480 at the moment of collision, enhance the bonding strength between the latch 480 and the latch mounting plate 470, ensure the stability and reliability of the latch 480 in high-energy side collision events, and thus effectively prevent the door from being accidentally unlocked during the collision.

[0100] The vehicle side structure of this application embodiment, through the coordinated action of parts from the front door system, rear door system, body frame, and accessory system, forms a complete working system of "energy layered absorption - precise load transfer - critical component protection" under C-NCAP / C-IASI side collision conditions. Targeting the characteristics of low-slung, long-wheelbase sedans in side collisions, it breaks through the traditional single optimization approach of "thickening sheet metal and increasing strength," achieving vehicle structure optimization from three dimensions: structural design, load transfer, and component protection. The specific working mechanism of the vehicle side structure is as follows:

[0101] 1. Front door system: Multi-dimensional control of intrusion and protection of components;

[0102] Specifically, the front door system includes a front door inner panel 100, a front door anti-collision beam 110, a front door waistline plate 120, a front door lock reinforcement plate 130, and a front door bottom reinforcement plate 140. The front door inner panel 100 is welded to the front door anti-collision beam 110, the front door waistline plate 120, the front door lock reinforcement plate 130, and the front door bottom reinforcement plate 140, and is connected to the door ring 300, hinges, and door lock; the front door anti-collision beam 110 is welded to the front door bottom reinforcement plate 140; and the front door inner panel 100 is welded to the front door waistline plate 120.

[0103] In this embodiment, when a side collision occurs, the front door anti-collision beam 110 acts as the first energy-absorbing defense line, initially absorbing the collision energy through its own deformation; at the same time, the front door bottom reinforcement plate 140 welded to the front door anti-collision beam 110 plays a lateral support role, and its overlapping structure with the door sill quickly transfers the load borne by the door to the vehicle frame (i.e., door ring 300), avoiding the accumulation of energy in the door area, thereby reducing the overall intrusion of the front door.

[0104] like Figure 3 As shown, the door ring 300 has a first hinge mounting portion 3009 corresponding to the upper hinge of the front door and a second hinge mounting portion 3010 corresponding to the lower hinge of the front door. Addressing the issue of easy failure of the front door hinges in low-slung, long-wheelbase sedans, in this embodiment, the front part of the front door bottom reinforcing plate 140 abuts against the second hinge mounting portion 3010, rigidly supporting and limiting the hinge deformation range, significantly reducing the hinge cross-sectional force and preventing hinge breakage. Furthermore, the front door guide groove 1004, located at the rear of the front door bottom reinforcing plate 140, guides the door collision deformation to extend rearward through a preset deformation path, further reducing the pressure on the second hinge mounting portion 3010 and indirectly reducing the stress load on the front door latch 480.

[0105] Existing technologies typically control intrusion by increasing the thickness or material strength of the front door anti-collision beam, which easily leads to increased weight and reduced economy. In this embodiment, the front door system adds a small-section, lightweight front door bottom reinforcement plate 140 at the bottom of the front door. Through a design of "lateral support + sill overlap + pre-set guide groove," it simultaneously achieves three functions: first, by welding with the front door anti-collision beam to form lateral support, it reduces front door intrusion; second, by overlapping with the sill, it transfers energy, reducing locking force; and third, by guiding deformation through the guide groove in the middle and rear position, it reduces hinge pressure, overcoming the limitations of single-function optimization in existing technologies.

[0106] For the protection of the front door lock 400, the first upper protrusion 1000, the first lower protrusion 1001 and the first extension 1002 extending outward of the front door lock reinforcement plate 130 form a U-shaped cavity, which encloses the front door lock 400 and can resist the direct impact of the barrier on the front door lock 400.

[0107] Existing door lock reinforcement plates are typically small in size and have limited protective coverage, making them insufficient to withstand direct impacts to low-slung vehicles. In this embodiment, the front door system incorporates a first upper protrusion 1000, a first lower protrusion 1001, and a first extension 1002 on the front door lock reinforcement plate 130, forming a U-shaped cavity that encloses the door lock. This upgrades the door lock from partial protection to all-around protection, effectively preventing the door from opening due to lock breakage upon impact. Furthermore, this is achieved through only local structural modifications, resulting in a high cost-performance ratio.

[0108] In addition, the front door waistline panel 120 is moved forward (i.e., along the direction closer to the front of the vehicle) by removing the flange and hard buckle mounting point of the door lock cable position 1003. Figure 18 (As shown) This area structure avoids the front door waistline plate 120 squeezing the front door lock cable 460 during a collision, ensuring the stability of the door lock operation.

[0109] In existing technologies, the front door waistline panel has a flange and a hard buckle mounting point at the door lock cable location due to wiring harness installation requirements. These are prone to squeezing the lock body and cable during a collision. In this embodiment, the front door waistline panel 120 removes the flange and hard buckle in this area and moves the structure forward. This reduces material usage for weight reduction while eliminating the risk of squeezing, achieving a dual optimization of "weight reduction and protection," thus overcoming the inherent contradiction between protection and lightweighting in existing technologies.

[0110] 2. Backdoor system: Enhanced load transfer and intrusion control;

[0111] Specifically, the rear door system includes a rear door inner panel 200, a rear door upper reinforcing plate 210, a rear door lock reinforcing plate 220, a rear door dogleg reinforcing plate 230, and a rear door anti-collision beam 240. The rear door inner panel 200 is welded to the rear door lock reinforcing plate 220, the rear door upper reinforcing plate 210, the rear door dogleg reinforcing plate 230, and the rear door anti-collision beam 240, and is connected to the door ring 300, hinges, and door lock; the rear door lock reinforcing plate 220 is welded to the rear door dogleg reinforcing plate 230; the rear door upper reinforcing plate 210 is welded to the rear door dogleg reinforcing plate 230; and the rear door dogleg reinforcing plate 230 is welded to the rear door anti-collision beam 240.

[0112] Because low-slung, long-wheelbase sedans have large wheelbases and minimal overlap at the rear door dogleg, they are prone to large intrusions and excessive locking forces during collisions. In this embodiment, the welded structure of the rear door dogleg reinforcement plate 230 with the rear door inner panel 200, rear door anti-collision beam 240, and rear door lock reinforcement plate 220 significantly improves the structural rigidity of the rear door dogleg area, efficiently transferring collision loads from the door to the vehicle body and preventing load concentration in a localized area of ​​the rear door. At the same time, the conventional rear door anti-dent bar is optimized into a rear door upper reinforcement plate 210, using thermoformed materials and increasing the cross-sectional size. This not only meets the anti-dent performance requirements for daily use but also forms a collaborative support with the rear door anti-collision beam 240 and rear door dogleg reinforcement plate 230 during a collision, further reducing the rear door intrusion speed and intrusion amount.

[0113] In existing technologies, rear door dent protection bars only meet daily dent protection needs and cannot provide effective support during collisions; adding a separate reinforcing structure can easily lead to excessive weight. In this embodiment, the rear door system optimizes the conventional dent protection bar into a rear door upper reinforcing plate 210. Through a design that combines increased cross-section with thermoformed materials, it simultaneously meets the requirements for dent resistance and collision support. Combined with the newly added rear door dogleg reinforcing plate 230, which increases the overlap area, it achieves efficient load transfer, solving the problem of balancing dent resistance and collision performance in existing technologies.

[0114] The rear door lock protection mechanism is similar to that of the front door. The second upper protrusion 2000, the second lower protrusion 2001, and the second extension 2002 of the rear door lock reinforcement plate 220 form a protective cavity to prevent the rear door lock from breaking due to impact. At the same time, the overlapping structure of the rear door upper reinforcement plate 210 and the rear door lock reinforcement plate 220 can disperse the collision stress around the rear door lock, reduce the force on the rear door latch, and prevent the door from opening due to latch failure.

[0115] Existing rear door lock reinforcement plates are small in size and have limited protection range, making them insufficient to withstand direct impacts to low-slung vehicles. In this embodiment, the rear door system incorporates a second upper protrusion 2000, a second lower protrusion 2001, and a second extension 2002 extending outwards on the rear door lock reinforcement plate 220, forming a U-shaped cavity that encloses the rear door lock. This upgrades the rear door lock from partial protection to all-around protection, effectively preventing door opening due to rear door lock breakage upon impact. Furthermore, this is achieved through only partial structural modifications, resulting in higher cost-effectiveness.

[0116] 3. Body frame: Precise bending and fracture prevention design for the B-pillar;

[0117] Specifically, the vehicle body frame (i.e., door ring 300) includes a B-pillar outer panel middle reinforcing plate 310, a B-pillar outer panel lower reinforcing plate 320, a B-pillar inner panel upper reinforcing plate 330, a B-pillar inner panel middle reinforcing plate 340, a B-pillar inner panel middle reinforcing bracket 350, a B-pillar inner panel lower front reinforcing plate 360, and a B-pillar inner panel lower rear reinforcing plate 370. The B-pillar inner panel middle reinforcing plate 340 is welded to the B-pillar outer panel middle reinforcing plate 310 and the B-pillar outer panel lower reinforcing plate 320; the B-pillar outer panel middle reinforcing plate 310 is welded to the B-pillar outer panel lower reinforcing plate 320; the B-pillar inner panel upper reinforcing plate 330 is welded to the B-pillar inner panel middle reinforcing plate 340; and the B-pillar inner panel middle reinforcing plate 340 is welded to the B-pillar inner panel middle reinforcing bracket 350, the B-pillar inner panel lower front reinforcing plate 360, and the B-pillar inner panel lower rear reinforcing plate 370.

[0118] Addressing the concerns of frameless car B-pillars, particularly the abrupt bending at the upper section and the vulnerability to breakage at the bottom, this embodiment employs a multi-reinforcement plate design in the B-pillar to provide comprehensive protection. In the upper part of the B-pillar, the welded structure of the outer reinforcement plate 310 and the inner reinforcement plate 340, along with the newly added inner reinforcement bracket 350, forms a "sandwich" support at the abrupt structural change point 3000, significantly enhancing the bending resistance of this area and preventing excessive bending of the upper part of the B-pillar during a collision. Simultaneously, the design of the overlap 3006 between the outer reinforcement plate 310 and the lower reinforcement plate 320 at the seam enhances the structural weaknesses in the transition area, further strengthening the overall rigidity of the B-pillar.

[0119] In frameless cars, the B-pillar is prone to bending due to a structural abrupt change in the middle. Existing technologies typically address this issue by thickening the outer or inner B-pillar panel, but this has limited effectiveness and increases vehicle weight. The vehicle frame in this embodiment, such as... Figure 12 As shown, a reinforcing bracket 350 is added between the outer and inner panels of the B-pillar at the structural abrupt change position 3000, forming a "sandwich" support structure. This specifically addresses the bending problem, optimizes efficiency far exceeding existing overall thickening solutions, and results in minimal weight increase.

[0120] At the bottom of the B-pillar, the inner reinforcement plate 340 of the B-pillar inner panel adopts an oblique design, forming an inclined part 3005. Together with the first inner panel overlap part 3003 of the lower front reinforcement plate 360 ​​of the B-pillar inner panel and the second inner panel overlap part 3004 of the lower rear reinforcement plate 370 of the B-pillar inner panel, it effectively disperses the bottom stress and prevents the bottom of the B-pillar from breaking due to excessive stress during a collision. In addition, the design of the two guide grooves (i.e., the first guide groove 3007 and the second guide groove 3008) of the lower section 3001 of the B-pillar can guide the bottom of the B-pillar to deform along a preset path according to the barrier impact position of different collision regulations C-NCAP / C-IASI, which not only ensures the energy absorption effect but also prevents the B-pillar from breaking as a whole.

[0121] Existing technologies often employ localized thickening to address B-pillar bottom fractures, which can exacerbate stress concentration. In this embodiment, the vehicle frame addresses this issue through a "diagonal overlap + soft-zone induction" anti-fracture structure at the B-pillar bottom. Specifically, this structure features: first, an inclined section 3005 at the bottom of the reinforcing plate 340 in the B-pillar inner panel disperses stress; second, newly added front and rear reinforcing plates 360 and 370 overlap with the main body, strengthening bottom rigidity; and third, two induction grooves on the lower section 3001 of the B-pillar guide pre-deformation, preventing fracture and achieving dual protection through "active guidance + passive reinforcement."

[0122] 4. Accessory System: Locking control link failure prevention design;

[0123] The accessory system includes a front door lock 400, a splitter cable sleeve 410, a splitter housing 420, a splitter cable 430, a splitter converter 440, a handle 450, a front door lock cable 460, a latch mounting plate 470, and a latch 480. Specifically, the front door lock 400 is screwed to the front door lock reinforcing plate 130; the front door lock 400 is snapped into the front door lock cable 460; the front door lock cable 460 is snapped into the handle 450 and the splitter cable 430; the splitter cable sleeve 410 is snapped into the splitter housing 420 and the splitter cable 430; the splitter housing 420 is snapped into the splitter converter 440; and the splitter cable 430 is snapped into the splitter converter 440.

[0124] In the door lock cable and splitter system, the cable sleeve 410 of a conventional splitter has a weak engagement and is prone to detachment during a collision, causing the door to open. In this embodiment, through the "oblique bend" structure design of the splitter housing 420 (i.e., the aforementioned limiting space 4205 structure design), when a collision causes the splitter cable 430 to be pulled to the left, the "oblique bend" structure can generate a limiting force, firmly locking the cable sleeve 410 into the first limiting part 4000 and the second limiting part 4001, preventing the sleeve from detaching; at the same time, the tight engagement between the splitter converter 440, the splitter cable 430, and the splitter housing 420 further ensures the stability of the cable transmission.

[0125] Existing splitters only use an interference fit between the cable sleeve 410 and the splitter housing 420, which makes them prone to detachment upon impact. In this embodiment, a "bent" structure is designed inside the splitter housing 420. Utilizing the pulling direction of the cable during an impact, the "bent" creates a reverse limit, firmly securing the cable sleeve 410 to the first limiting part 4000 and the second limiting part 4001, thereby preventing the sleeve from detaching and solving the problem of insufficient reliability in the existing splitter-zipper engagement.

[0126] The door handle 450 has a recessed protective space by designing the cable through part 4002 to be lower than the handle body part 4003. In the event of a collision, the protruding structure inside the handle can resist external pressure and prevent the cable from breaking due to direct force.

[0127] In the prior art, the cable penetration portion 4002 is usually flush with the handle body portion 4003, making it susceptible to crushing upon impact. In this embodiment, the cable penetration portion 4002 is positioned below the handle body portion 4003, forming a recessed protective space. The raised structure resists external compression, protecting the cable from a spatial layout perspective and overcoming the limitations of existing planar layouts in terms of protection.

[0128] The distance between the first weakening hole 4004 and the second weakening hole 4005 of the latch mounting plate 470 is changed from the conventional 26mm to 40mm. By increasing the distance between the first weakening hole 4004 and the second weakening hole 4005, the contact force of the latch 480 can be buffered by the deformation of the latch mounting plate 470 itself. At the same time, the latch and the latch mounting plate 470 are connected by the arc-shaped mounting boss 4006 to achieve a buffer transition, which can reduce stress concentration. Combined with the high-strength and high-elongation latch and base plate materials, the load-bearing capacity of the latch is greatly improved, and the latch failure is avoided.

[0129] In existing technologies, the load-bearing capacity of the latch mounting plate 470 is increased by thickening the material, which easily leads to an increase in weight. This embodiment optimizes the latch mounting plate 470 by adopting a "deformation buffer + material synergy" approach, specifically as follows: First, the distance between the first weakening hole 4004 and the second weakening hole 4005 of the latch mounting plate 470 is increased, utilizing the self-deformation of the latch mounting plate 470 to buffer the latching force; Second, the buffer transition design between the latch 480 and the latch mounting plate 470, combined with high-strength, high-elongation materials, significantly improves the load-bearing capacity without thickening the latch mounting plate 470, resulting in a cost-effectiveness far superior to existing solutions.

[0130] The vehicle side structure in this embodiment has the following beneficial effects:

[0131] 1) Technical performance: Comprehensive improvement in side-impact safety;

[0132] Significant door protection effect: The synergistic effect of the front door bottom reinforcement plate 140, the rear door upper reinforcement plate 210, and the rear door dog leg reinforcement plate 230 can reduce the front door locking force by 30% and the front door intrusion by 5%, reduce the rear door locking force by 25%, reduce the rear door intrusion speed by 10%, and reduce the intrusion by 10%, effectively avoiding the risk of door failure.

[0133] The B-pillar's damage resistance has been significantly improved: The application of the 350 reinforcement bracket in the inner panel of the B-pillar can greatly reduce the bending amount in the upper part of the B-pillar, solving the problem of easy bending in the middle of the B-pillar of frameless door cars due to structural abrupt changes; the oblique overlap and soft area induction design at the bottom of the B-pillar can reduce the risk of fracture at the bottom of the B-pillar by more than 50%, meeting the testing requirements of the 2024 version of C-NCAP and the 2023 version of C-IASI.

[0134] Improved reliability of the lock control link: The "slanted bend" structure of the splitter can reduce the pull cable rubber sleeve detachment rate from 60%-70% in the existing technology to below 5%; the handle groove protection and the optimized lock mounting plate can significantly reduce the door lock pull cable breakage rate and lock breakage rate, avoiding the safety hazard of the door opening caused by the pull cable being pulled.

[0135] 2) Economic efficiency: Balancing lightweight design with low cost;

[0136] Significant weight advantage: In this embodiment, the front door system, rear door system, and body frame are thickened by replacing materials through structural optimization. The weight increase of the front door bottom reinforcement plate 140 is only 2kg, the weight increase of the rear door upper reinforcement plate 210 is controlled at 1kg, and the total weight increase of the B-pillar bracket and reinforcement plate is only 0.3kg. In contrast, the existing overall thickening material solution usually increases the weight by 7kg to 10kg. The weight reduction effect of the body side structure in this embodiment is significant, which can reduce the energy consumption and manufacturing cost of the whole vehicle.

[0137] High cost controllability: Components such as the front door lock reinforcement plate 130, rear door lock reinforcement plate 220, and splitter housing 420 only require local structural modifications and do not require the development of new molds; components such as B-pillar brackets and handles have simple structures and low manufacturing costs. The overall solution cost increase is only 30% to 40% of the cost increase of existing technologies, which has the economic basis for large-scale mass production applications.

[0138] In summary, the side structure of the vehicle body in this embodiment mainly improves the door sheet metal, door lock cable splitter, B-pillar structure, and handles of low-slung, long-wheelbase sedans. In C-NCAP / C-IASI side impact tests, the front door sheet metal structure can effectively reduce hinge cross-sectional force, protect the door lock, and reduce intrusion. The rear door sheet metal structure can effectively reduce latching force, door intrusion speed, and intrusion amount. The front and rear door lock cable splitter can effectively reduce door opening problems caused by cable pulling due to impact. The B-pillar structure can effectively reduce the possibility of bending in the upper middle section and prevent breakage. The handles can effectively protect the cables and prevent the door from opening, thereby improving the vehicle's side impact performance.

[0139] According to another aspect of the embodiments of this application, a vehicle is provided, including the above-described vehicle body side structure.

[0140] The embodiments of this application achieve the following technical effects: the side structure of the vehicle body can effectively improve the structural rigidity of the door by setting the bottom reinforcing plate 140 of the front door and the upper reinforcing plate 210 of the rear door, and limit the amount of intrusion of the door in a side collision. When a vehicle with the above-mentioned side structure of the vehicle body suffers a side impact, it can significantly reduce the overall deformation of the door and avoid the failure of the door lock and hinge due to excessive intrusion.

[0141] Terminology Explanation

[0142] C-NCAP (China-New Car Assessment Program) is a new car crash test evaluation system launched by the China Automotive Technology and Research Center. It aims to evaluate the safety performance of vehicles in different collision scenarios through a series of crash tests, providing consumers with safety references for car purchases and encouraging automakers to improve vehicle safety standards. C-NCAP's test items include frontal collision, side collision, rollover test, and whiplash test, each with corresponding scoring criteria. The final score is used to assign a star rating to the vehicle, with higher stars indicating better safety performance.

[0143] C-IASI (China Insurance Automotive Safety Index) is an automotive safety performance evaluation system jointly initiated by the Insurance Association of China and the China Automotive Maintenance and Repair Trade Association, and operated by the China Insurance Automotive Safety Index Management Office. C-IASI primarily focuses on a vehicle's ability to protect occupants in a collision and the cost of vehicle repair. Through stringent testing standards, it provides an objective evaluation of vehicle safety. C-IASI's testing items include vehicle safety assistance, crashworthiness and repair economy, occupant safety, roof strength, and side impact testing. Compared to C-NCAP, C-IASI's testing standards are more stringent, focusing more on vehicle performance and occupant protection in real-world collisions, and placing higher demands on the vehicle's side impact protection performance.

[0144] Low-slung, long-wheelbase sedans: These typically refer to sedans with a lower body and a longer wheelbase. They often feature a streamlined exterior design and spacious interior. Key characteristics include:

[0145] Low-slung: A low ground clearance and low body height help lower the vehicle's center of gravity, improving handling stability and dynamic performance, while also resulting in a more dynamic and stylish appearance. However, a low-slung design may make the vehicle more susceptible to impact in a side collision because the contact point between the barrier and the vehicle is closer to the lower part of the door and B-pillar.

[0146] Long wheelbase: A long wheelbase usually means more passenger space and a more comfortable ride. However, a long wheelbase can also bring challenges to the vehicle body structure, especially the strength of the doors and B-pillars in side collisions, because a longer wheelbase means that the support points in the door and B-pillar areas are further away, and the structural strength distribution needs to be carefully designed to cope with the impact of a collision.

[0147] Low-slung, long-wheelbase sedans face higher requirements for side-impact safety due to their structural characteristics. Under the testing standards of C-NCAP and C-IASI, these models require special attention to side-impact protection to ensure adequate protection for occupants even with a low body and long wheelbase.

[0148] In this application, "multiple" refers to two or more.

[0149] In this application, unless otherwise expressly defined, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection between two components. Those skilled in the art can understand the specific meaning of the above terms in this application based on the specific circumstances.

[0150] The terms “first,” “second,” “third,” “fourth,” etc., in this application (if present) are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence.

[0151] In this application, the term "and / or" is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, or B existing alone. Additionally, in this application, the character " / " generally indicates that the preceding and following related objects have an "or" relationship.

[0152] Unless otherwise specified, all steps in this application may be performed sequentially or randomly. For example, the method includes steps A and B, indicating that the method may include steps A and B performed sequentially, or steps B and A performed sequentially. For example, the method may also include step C, indicating that step C may be added to the method in any order. For example, the method may include steps A, B, and C, or steps A, C, and B, or steps C, A, and B, etc.

Claims

1. A vehicle body side structure, characterized in that, Includes a door ring (300), a front door assembly, and a rear door assembly, said front door assembly including: Front door inner panel (100), the front door inner panel (100) is connected to the door ring (300); A front door bottom reinforcement plate (140) is provided on the outside of the front door inner panel (100) and connected to the front door inner panel (100). The front door bottom reinforcement plate (140) is provided near the lower edge of the front door inner panel (100). The front door bottom reinforcement plate (140) extends along the length of the vehicle body. The front door bottom reinforcement plate (140) has a front door guide groove (1004). The rear door assembly includes: The rear door inner panel (200) is connected to the door ring (300); The rear door upper reinforcing plate (210) is disposed on the outside of the rear door inner panel (200) and connected to the rear door inner panel (200). The extension direction of the rear door upper reinforcing plate (210) is set at an angle to the length direction of the vehicle body.

2. The vehicle side structure according to claim 1, characterized in that, The front door assembly also includes: A front door anti-collision beam (110) is provided on the outside of the front door inner panel (100) and connected to the front door inner panel (100); The front door anti-collision beam (110) is set at an angle to the length direction of the vehicle body. The end of the front door anti-collision beam (110) near the rear of the vehicle is located on the outside of the front door bottom reinforcement plate (140) and is connected to the front door bottom reinforcement plate (140).

3. The vehicle side structure according to claim 1, characterized in that, The front door assembly also includes: A front door lock reinforcement plate (130) is disposed on the outside of the front door inner panel (100) and connected to the front door inner panel (100). The edge of the front door lock reinforcement plate (130) is provided with a plurality of first protruding ribs, which are arranged toward the outside of the front door lock reinforcement plate (130) to form a front door lock protective cavity (1300). A front door lock (400) is connected to the front door lock reinforcement plate (130) and the front door inner panel (100), and the front door lock (400) is located inside the front door lock protective cavity (1300).

4. The vehicle side structure according to claim 1, characterized in that, The rear door assembly also includes: A rear door dog leg reinforcement plate (230) is provided near the rear door dog leg area. The rear door dog leg reinforcement plate (230) is provided between the rear door inner panel (200) and the rear door upper reinforcement plate (210), and the rear door dog leg reinforcement plate (230) is connected to the rear door inner panel (200) and the rear door upper reinforcement plate (210). The rear door anti-collision beam (240) is located on the outside of the rear door dog leg reinforcement plate (230) and along the vehicle height direction. The rear door anti-collision beam (240) is located on the lower side of the rear door upper reinforcement plate (210). The rear door anti-collision beam (240) is connected to the rear door inner panel (200) and the rear door dog leg reinforcement plate (230). The extension direction of the rear door anti-collision beam (240) is set at an angle with the vehicle length direction.

5. The vehicle side structure according to claim 1, characterized in that, The rear door assembly also includes: A rear door lock reinforcement plate (220) is provided on the outside of the rear door inner panel (200). The rear door lock reinforcement plate (220) is connected to the rear door inner panel (200). The edge of the rear door lock reinforcement plate (220) is provided with a plurality of second protruding ribs, all of which are arranged facing the outside of the rear door lock reinforcement plate (220) to form a rear door lock protective cavity (2200). The rear door lock is connected to the rear door lock reinforcement plate (220) and the rear door inner plate (200), and the rear door lock is located inside the rear door lock protective cavity (2200).

6. The vehicle side structure according to any one of claims 1-5, characterized in that, The door ring (300) includes a B-pillar assembly, the B-pillar assembly comprising: B-pillar inner panel, the B-pillar inner panel is disposed in the B-pillar area of ​​the door ring (300); B-pillar inner panel reinforcement plate, the B-pillar inner panel reinforcement plate is located on the outside of the B-pillar inner panel and is connected to the B-pillar inner panel; The B-pillar inner panel reinforcement plate has a bottom end face facing the bottom of the vehicle. The bottom end face includes at least one inclined portion (3005). The distance between the inclined portion (3005) and the bottom of the vehicle varies along the length of the vehicle body.

7. The vehicle side structure according to claim 6, characterized in that, The B-pillar region of the door ring (300) includes an upper section of the B-pillar and a lower section of the B-pillar (3001). Along the height direction of the vehicle body, the lower section of the B-pillar (3001) is located below the upper section of the B-pillar, and the structural strength of the lower section of the B-pillar (3001) is less than that of the upper section of the B-pillar. The lower section (3001) of the B-pillar is provided with at least one B-pillar guide groove, which extends along the length of the vehicle body.

8. The vehicle side structure according to claim 6, characterized in that, The B-pillar assembly also includes: The lower front reinforcement plate (360) of the inner B-pillar is located below the inner B-pillar reinforcement plate and is connected to the inner B-pillar reinforcement plate along the vehicle height direction. The lower rear reinforcement plate (370) of the inner panel of the B-pillar is located below the inner panel reinforcement plate of the B-pillar along the height direction of the vehicle body and is connected to the inner panel reinforcement plate of the B-pillar. The lower rear reinforcing plate (370) of the inner B-pillar and the lower front reinforcing plate (360) of the inner B-pillar are spaced apart along the length of the vehicle body.

9. The vehicle side structure according to claim 6, characterized in that, The B-pillar assembly also includes: B-pillar outer panel reinforcement plate, the B-pillar outer panel reinforcement plate is connected to the B-pillar inner panel reinforcement plate; The B-pillar inner panel reinforcing bracket (350) is located between the B-pillar outer panel reinforcing plate and the B-pillar inner panel reinforcing plate, and is connected to at least one of the B-pillar inner panel reinforcing plate and the B-pillar outer panel reinforcing plate.

10. The vehicle side structure according to any one of claims 1-5, characterized in that, The vehicle side structure also includes a splitter, which is connected to at least one of the front door assembly and the rear door assembly. The splitter includes: Splitter housing (420), the splitter housing (420) has a receiving cavity (4200), the receiving cavity (4200) has an open end (4201), the open end (4201) has a slot (4202), the slot (4202) is connected to the receiving cavity (4200), the slot (4202) has a first sidewall and a second sidewall that are disposed opposite to each other, a portion of the first sidewall protrudes toward the side where the second sidewall is located to form a first protrusion (4203), at least part of the side of the first protrusion (4203) facing the bottom of the slot (4202) protrudes to form a second protrusion (4204), the bottom of the slot (4202) and the first sidewall, the first protrusion (4203) and the second protrusion (4204) form a limiting space (4205). At least a portion of the cable sleeve (410) is located within the limiting space (4205).

11. The vehicle side structure according to any one of claims 1-5, characterized in that, The vehicle side structure also includes: A latch mounting plate (470) is connected to the door ring (300). The latch mounting plate (470) has a first weakening hole (4004) and a second weakening hole (4005) spaced apart along the height direction of the vehicle body. A latch mounting part is provided on the latch mounting plate (470), and the latch mounting part is located between the first weakening hole (4004) and the second weakening hole (4005). Wherein, the first weakening hole (4004) and the second weakening hole (4005) are separated by a distance L, 35mm≤L≤45mm; The latch mounting part is a mounting boss (4006), and the peripheral surface of the mounting boss (4006) is an arc-shaped surface.

12. A vehicle, characterized in that, The vehicle body side structure includes any one of claims 1-11.

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